A tire having a 3D cut with a combination of interlocking band and hidden slot type cut

Abstract

One embodiment of the present invention provides a tire capable of securing a sipe space after the tread wears without reducing block rigidity. The tire of the embodiment of the present invention has a 3D sipe combining an interlocking band and a hidden groove type sipe, including: a sipe having a road surface portion and a bottom surface portion, the road surface portion being a space formed extending in a thickness direction of a block from an outer side surface of the block in contact with a road surface, the bottom surface portion being a space formed extending in the thickness direction of the block from the road surface portion; and a protrusion portion protruding from one of two side wall surfaces of the road surface portion.

Description

Technical Field

[0001] The present invention relates to a tire having a 3D slit that combines interlocking bands and groove-type slits, and more specifically, to a tire that can ensure the space of the slit after tread wear without reducing block rigidity. Background Technology

[0002] Generally speaking, as the tire tread wears down, the space within the tread pattern decreases. This reduction in space can lead to problems such as reduced water drainage in the water film, decreased traction on snowy roads, and reduced braking performance on wet and slippery roads.

[0003] Various attempts have been made to compensate for the reduction in tread volume caused by the decrease in grooves and kerfs as the tread wears down. From the perspective of the grooves, applying a 90-degree or reverse-tilted groove sidewall angle may lead to a decrease in braking and handling performance on rough roads due to the reduced rigidity of the tread blocks, thus potentially resulting in an unintended trade-off.

[0004] Therefore, a solution is needed that can maintain the slot space after tread wear without reducing block rigidity.

[0005] Korean Patent No. 10-1038020 (Invention Title: Heavy-duty Tire with Tread Slot Structure for Improved Durability and Drainage) discloses a heavy-duty tire with a tread slot structure for improved durability and drainage. The tire is characterized by a tread slot structure for improved durability and drainage, wherein a slot 2 is used in block 1, and the lower section of the slot 2 has a volume larger than the inlet 2a of the slot 2 to enhance braking performance and durability on water and ice. The horizontal wave-shaped inlet 2a of the slot 2 is connected to the lower section of the slot 2 via a vertical wave-shaped connecting hole 2b. A flow path 3 formed in the lower section of the slot 2 is composed of serrated cylindrical tubes 3a, wherein the serrated cylindrical tubes 3a are formed by blade rubber 4 protruding at equal angles along the internal direction, and multiple serrated cylindrical tubes 3a are formed along the length of the flow path 3.

[0006] Existing technical documents

[0007] Patent documents

[0008] Korean Patent No. 10-1038020. Summary of the Invention

[0009] The problem the invention aims to solve

[0010] In order to solve the above problems, the object of the present invention is to provide a tire that can still ensure slit space and the like after tread wear without reducing block rigidity.

[0011] The technical problems that this invention aims to solve are not limited to those mentioned above, and other technical problems not mentioned can also be clearly understood by those skilled in the art from the following description.

[0012] means for solving problems

[0013] To achieve the above objectives, the present invention is configured such that, in a tire having blocks, it comprises:

[0014] A cut has a surface section and a bottom section, the surface section being a space formed extending from the outer side of the block in contact with the road surface along the thickness direction of the block, the bottom section being a space formed extending from the surface section along the thickness direction of the block; and a protrusion: formed protruding from one of the two sidewalls of the surface section, and the distance between the two sidewalls of the bottom section is variable along the depth direction of the bottom section.

[0015] According to an embodiment of the present invention, both sidewalls of the road surface are formed as continuous surfaces.

[0016] According to an embodiment of the present invention, the distance between the two sidewalls of the bottom surface gradually increases with the increase of the depth of the bottom surface.

[0017] According to an embodiment of the present invention, the distance between the two sidewalls of the bottom surface gradually increases with the increase of the depth of the bottom surface, and remains constant after increasing to a certain extent.

[0018] According to an embodiment of the present invention, a channel portion is further included, the channel portion having a channel formed by a groove-shaped structure extending along the depth direction of the road surface at corresponding positions on the two sidewalls of the road surface.

[0019] According to an embodiment of the present invention, the distance between the two sidewalls of the bottom surface gradually increases with the increase of the depth of the bottom surface.

[0020] According to an embodiment of the present invention, the distance between the two sidewalls of the bottom surface gradually increases with the increase of the depth of the bottom surface, and remains constant after increasing to a certain extent.

[0021] In an embodiment of the present invention, the protrusion has a cuboid shape.

[0022] According to an embodiment of the invention, the slit has a curved shape extending along the length direction of the slit.

[0023] Invention Effects

[0024] Based on the above configuration, the effect of the present invention is that even if the depth of the road surface is reduced due to tread wear, the cutting space can be ensured through the bottom surface, thereby ensuring that the drainage performance, braking performance, traction performance, etc. of the cutting can be maintained above the reference value.

[0025] The effects of the present invention are not limited to those described above, but should be understood to include all effects deduced from the inventive structure described in the detailed description or claims of the present invention. Attached Figure Description

[0026] Figure 1 This is a perspective view of a block according to a first embodiment of the present invention.

[0027] Figure 2 These are cross-sectional and plan views of a block according to the first embodiment of the present invention.

[0028] Figure 3 This is a perspective view of a block according to a second embodiment of the present invention.

[0029] Figure 4 These are cross-sectional and plan views of a block according to a second embodiment of the present invention.

[0030] Figure 5 This is a perspective view of a block according to a third embodiment of the present invention.

[0031] Figure 6 These are cross-sectional and plan views of a block according to a third embodiment of the present invention.

[0032] Figure 7 This is a perspective view of a block according to a fourth embodiment of the present invention.

[0033] Figure 8 These are cross-sectional and plan views of the block according to the fourth embodiment of the present invention.

[0034] Figure 9 This is a plan view of the cut according to various embodiments of the present invention.

[0035] Figure 10 This is a perspective view of a block according to a comparative example of the present invention.

[0036] Figure 11 The data is from tests conducted using blocks from various embodiments and comparative examples of the present invention.

[0037] Figure 12 This is the result image of driving analysis using the blocks of the first embodiment of the present invention.

[0038] Explanation of reference numerals in the attached figures

[0039] 100: Block; 110: Joint; 111: Road surface; 112: Bottom surface; 120: Raised section; 131: Passage; 200: Block; 210: Joint; 211: Road surface Detailed Implementation

[0040] According to a preferred embodiment of the present invention, in a tire having blocks, the tire is characterized by comprising: a space extending from the outer side of the block in contact with the road surface along the thickness direction of the block—a pavement portion; and a space extending from the pavement portion along the thickness direction of the block—a bottom portion—with slits; and a protrusion protruding from one of the two sidewalls of the pavement portion, wherein the distance between the two sidewalls of the bottom portion is variable along the depth direction of the bottom portion.

[0041] The invention will now be described with reference to the accompanying drawings. However, the invention can be embodied in many different forms and is therefore not limited to the embodiments described herein. Furthermore, for clarity, parts irrelevant to the description have been omitted from the drawings, and similar symbols have been used for similar parts throughout the specification.

[0042] Throughout the specification, when a part is described as "connected (joined, contacted, or combined)" with other parts, this includes not only "direct connections" but also "indirect connections" where other components are present in between. Furthermore, when a part "contains" a component, unless otherwise specified, this means that other components may be included, not excluded.

[0043] The terminology used in this specification is for illustrative purposes only and is not intended to limit the invention. Singular expressions include plural expressions unless it is obvious in the context that they have a different meaning. In this specification, terms such as "comprising" or "having" specify the presence of features, quantities, steps, actions, components, parts, or combinations thereof described in the specification, without precluding the presence or additional possibilities of one or more other features, quantities, steps, actions, components, parts, or combinations thereof.

[0044] The present invention will now be described in detail with reference to the accompanying drawings.

[0045] Figure 1 This is a perspective view of block 100 according to the first embodiment of the present invention. Figure 2 These are cross-sectional and plan views of block 100 according to the first embodiment of the present invention. Figure 2A is a cross-sectional view of block 100 according to the first embodiment. The cross-sectional view of block 100 is a cross-sectional view perpendicular to the length extension direction of the cut 110. The same applies below. Figure 2 b is a plan view of block 100 according to the first embodiment.

[0046] Figure 3 This is a perspective view of block 100 according to the second embodiment of the present invention. Figure 4 These are cross-sectional and plan views of block 100 according to a second embodiment of the present invention. Figure 4 'a' is a cross-sectional view of block 100 according to the second embodiment. Figure 4 b is a plan view of block 100 according to the second embodiment.

[0047] Figure 5 This is a perspective view of block 100 according to a third embodiment of the present invention. Figure 6 These are cross-sectional and plan views of block 100 according to a third embodiment of the present invention. Figure 6 'a' is a cross-sectional view of block 100 according to the third embodiment. Figure 6 b is a plan view of block 100 according to the third embodiment.

[0048] Figure 7 This is a perspective view of block 100 according to the fourth embodiment of the present invention. Figure 8 These are cross-sectional and plan views of block 100 according to the fourth embodiment of the present invention. Figure 8 'a' is a cross-sectional view of block 100 according to the fourth embodiment. Figure 8 b is a plan view of block 100 according to the fourth embodiment.

[0049] like Figures 1 to 8 As shown, the tire of the present invention has a block 100, including: a surface portion 111 extending from the outer side of the block 100 in contact with the road surface along the thickness direction of the block 100; a slit 110 including a bottom portion 112 extending from the surface portion 111 along the thickness direction of the block 100; and a protrusion 120 formed in a shape protruding from one of the two sidewalls of the surface portion 111. Furthermore, the distance between the two sidewalls of the bottom portion 112 can vary along the depth direction of the bottom portion 112. This will be described in detail below.

[0050] In addition, the protrusions 120 can be formed at intervals along the length of the two sidewalls of the road surface 111.

[0051] The average distance between the two sidewalls of the bottom surface 112 can be greater than the average distance between the two sidewalls of the pavement surface 111. Therefore, even if the depth of the pavement surface 111 is reduced due to tread wear, the bottom surface 112 can still ensure the space of the cut 110, so that the drainage performance, braking performance, traction performance, etc. of the cut 110 can be maintained above the reference value.

[0052] This effect can be achieved through the shape of the slit 110 in each block 100 in the following first to fourth embodiments. Each embodiment will be described in detail below.

[0053] By forming the protrusion 120, excessive deformation of the block 100 during braking or driving can be prevented, while avoiding a decrease in the durability of the block 100 due to the increase in the volume of the slit 110.

[0054] Specifically, during tire braking or driving, if block 100 deforms, the protrusion 120 formed on one side wall of pavement surface 111 will contact the other side wall of pavement surface 111, thereby supporting the shape of cut 110 and preventing excessive deformation of block 100 and cut 110. Through the function of this protrusion 120, the volume of pavement surface 111 and bottom surface 112 can be increased, thereby improving the durability of cut 110 while ensuring its volume.

[0055] In the following embodiments, the protrusion 120 may have a cuboid shape. Furthermore, at least one corner of the cuboid formed at a location spaced apart from one sidewall of the pavement surface 111 may be rounded to form a curved surface.

[0056] Therefore, even if the protrusion 120 comes into contact with the other side wall of the pavement surface 111 and pressure is applied to the protrusion 120, damage to the edges of the protrusion 120 can be prevented, thereby improving the durability of the protrusion 120.

[0057] In the embodiments of the present invention, although the shape of the protrusion 120 has been described as described above, the shape of the protrusion 120 is not necessarily limited to this, and may have various shapes, such as semicircles or polygons, which can be realized in a cross section perpendicular to the depth direction of the cut 110.

[0058] like Figure 1 and Figure 2 As shown, in the slit 110 formed in the block 100 according to the first embodiment of the present invention, the two sidewalls of the pavement surface 111 can each be formed into a continuous surface shape. Furthermore, the distance between the two sidewalls of the bottom surface 112 can gradually increase with the increase of the depth of the bottom surface 112.

[0059] Here, the term "continuous surface shape" refers to a shape distinct from those that break the surface by forming grooves (channels) on the sidewalls; that is, a shape in which the surface is formed continuously without any breaks in the middle. The same applies below.

[0060] like Figure 2 As shown in a, in the cross section perpendicular to the length direction of block 100, as the depth of the bottom surface 112 in the first embodiment increases, the distance between the two side walls of the bottom surface 112 gradually increases, thereby forming inclined surfaces on both sides.

[0061] The formation of the aforementioned inclined surface increases the space of the bottom portion 112, leading to an increase in the volume of the slit 110, thereby improving the drainage performance of the slit 110. Furthermore, the overall triangular shape of the cross-section of the bottom portion 112 ensures that the cross-sectional dimensions of the bottom portion 112 gradually increase during wear, thus guaranteeing that the space of the slit 110 remains empty.

[0062] The connection between the road surface 111 and the slope can be rounded to form a curved surface with curvature Ra, and the connection between the bottom surface of the flat bottom surface 112 and the slope can also be rounded to form a curved surface with curvature radius Rb.

[0063] Here, the radius of curvature Ra of the connection between the pavement surface 111 and the slope can be formed between 0.5 and 5 mm. Furthermore, the radius of curvature Rb of the connection between the bottom surface of the bottom surface 112 and the slope can be formed between 0.3 and 1.5 mm. The bottom surface width w1 can be less than 3 mm.

[0064] The depth d1 of the bottom surface 112 can be between 2 and 6 mm. Furthermore, the overall depth d2 of the slit 110 can be between 5 and 10 mm. And the height d3 of the protrusion 120 can be between 1.5 and 5 mm.

[0065] In the first embodiment, the two sidewalls of the pavement surface 111 can be formed into a planar shape. Therefore, the distance between the two sidewalls of the pavement surface 111, i.e., the thickness t1 of the pavement surface 111, can be uniformly formed along the depth direction of the pavement surface 111. Here, the thickness t1 of the pavement surface 111 can be formed between 0.4 and 0.8 mm. Furthermore, the distance t2 between the protrusion 120 and the other sidewall of the pavement surface 111 can be formed between 0.2 and 0.6 mm.

[0066] The numerical ranges in the first embodiment are not limited, and can be adjusted according to the performance requirements of block 100.

[0067] like Figure 3 and Figure 4 As shown, in the slit 110 formed in the block 100 according to the second embodiment of the present invention, the two sidewalls of the pavement surface 111 can each form a continuous surface shape. Furthermore, the distance between the two sidewalls of the bottom surface 112 can gradually increase with the increase of the depth of the bottom surface 112, and then remain constant.

[0068] Here, the term "continuous surface shape" refers to a shape distinct from those that break the surface by forming grooves (channels) on the sidewalls; that is, the surface is formed continuously without any breaks in the middle. The same applies below.

[0069] like Figure 4 As shown in a, in the cross section perpendicular to the length direction of block 100, as the depth of the bottom surface 112 increases, the distance between the two side walls of the bottom surface 112 gradually increases and then remains constant. For the inclined surface and bottom surface along the inclined parts on both sides, a vertical surface extending from the inclined surface in the vertical direction can be provided.

[0070] The formation of the aforementioned inclined and vertical surfaces increases the space of the bottom portion 112, leading to an increase in the volume of the slit 110, thereby improving the drainage performance of the slit 110. Furthermore, the cross-section of the bottom portion 112 generally has a pentagonal shape with a triangular upper part and a rectangular lower part, enhancing the rigidity compensation effect of the block 100 in the second embodiment compared to the block 100 of the first embodiment.

[0071] The connection between the road surface 111 and the slope can be rounded to form a curved surface with a radius of curvature Ra, and the connection between the bottom surface of the planar bottom surface 112 and the slope can also be rounded to form a curved surface with a radius of curvature Rb.

[0072] The radius of curvature Ra of the connection between the pavement surface 111 and the slope can be between 0.5 and 5 mm. Furthermore, the radius of curvature Rb of the connection between the bottom surface of the bottom surface 112 and the vertical surface can be between 0.3 and 1.5 mm. The radius of curvature Rc of the connection between the slope and the vertical surface can be between 0.3 and 5 mm. Additionally, the bottom surface width w1 can be less than 3 mm.

[0073] The depth d1 of the bottom surface 112 can be between 2 and 6 mm. Furthermore, the overall depth d2 of the slit 110 can be between 5 and 10 mm. And the height d3 of the protrusion 120 can be between 1.5 and 5 mm.

[0074] In the second embodiment, the two sidewalls of the pavement surface 111 can be planar in shape. Therefore, the distance between the two sidewalls of the pavement surface 111, i.e., the thickness t1 of the pavement surface 111, can be uniformly formed along the depth direction of the pavement surface 111. The thickness t1 of the pavement surface 111 can be formed between 0.4 and 0.8 mm. Furthermore, the distance t2 between the protrusion 120 and the other sidewall of the pavement surface 111 can be formed between 0.2 and 0.6 mm.

[0075] In the second embodiment, the various numerical ranges are not limited, and the specific numerical ranges can be adjusted according to the performance requirements of block 100.

[0076] like Figure 5 and Figure 6 As shown, in the third embodiment of the present invention, the slit 110 formed on the block 100 may further include a channel portion having a channel 131 at each corresponding position on the two sidewalls of the pavement surface 111. The channel is formed by a groove extending along the depth direction of the pavement surface 111. Furthermore, the distance between the two sidewalls of the bottom surface 112 may gradually increase with the increase of the depth of the bottom surface 112.

[0077] Specifically, the channel 131 can be formed as a semi-circular groove cross-section. One channel 131 can be formed on one side wall of the pavement surface 111, and another channel 131 can be formed on the other side wall of the pavement surface 111 at a position corresponding to the first channel 131. In this case, the space of the channel portion can take the form of a strip shape.

[0078] The aforementioned channel portions can be formed at uniform intervals along the length direction of the cut 110, and in the pavement surface 111, each channel portion can avoid the area formed by the protrusion 120 and be provided in other areas of the pavement surface 111.

[0079] In this case, when the space of the channel section is strip-shaped, the diameter of the strip shape can be set to 1 to 3 mm. In addition, the spacing between the individual channel sections can be set to 4 to 30 mm.

[0080] Although the embodiments of the present invention describe the spatial shape of the channel portion as columnar, it is not limited thereto. Depending on the cross-sectional shape of the channel 131, the space of the channel portion may have a bar shape different from the columnar shape.

[0081] By forming the aforementioned channel portion, the spatial volume of the slit 110 can be increased, and an outward flow channel can be formed from the bottom portion 112, thereby improving the drainage performance of the slit 110.

[0082] Furthermore, in order to form the aforementioned channel section, a blade for forming the slit 110 may be installed in the mold used for tire manufacturing, with a column-shaped support formed on the blade. This support prevents deformation of the blade during tire forming, thereby reducing deformation of the slit 110 during tire forming and improving the efficiency of manufacturing the slit 110 according to the design.

[0083] like Figure 6 As shown in a, in a cross section perpendicular to the length direction of block 100, as the depth of the bottom surface 112 in the third embodiment increases, the distance between the two side walls of the bottom surface 112 gradually increases, thereby forming an inclined surface that slopes along both sides.

[0084] By forming the aforementioned inclined surface, the increased space of the bottom portion 112 increases the volume of the slit 110, thereby improving the drainage performance of the slit 110. Furthermore, the overall triangular cross-section of the bottom portion 112 allows its cross-sectional dimensions to gradually increase during wear, thus ensuring that the slit 110 space remains void.

[0085] The connection between the road surface 111 and the slope is rounded to form a curved surface with a radius of curvature Ra. The connection between the ground surface 112 and the slope is also rounded to form a curved surface with a radius of curvature Rb.

[0086] The radius of curvature Ra of the connection between the pavement surface 111 and the slope can be between 0.5 and 5 mm. Furthermore, the radius of curvature Rb of the connection between the bottom surface of the bottom surface 112 and the slope can be between 0.3 and 1.5 mm. The bottom surface width w1 can be less than 3 mm.

[0087] The depth d1 of the bottom surface 112 can be between 2 and 6 mm. Furthermore, the overall depth d2 of the slit 110 can be between 5 and 10 mm. And the height d3 of the protrusion 120 can be between 1.5 and 5 mm.

[0088] In the third embodiment, the areas of the two sidewalls of the pavement surface 111, excluding the passage portion, can be formed as planes. Therefore, the distance between the two sidewalls of the pavement surface 111, i.e., the thickness t1 of the pavement surface 111, can be kept consistent in the depth direction of the pavement surface 111. Here, the thickness t1 of the pavement surface 111 can be formed between 0.4 and 0.8 mm. Furthermore, the distance t2 between the protrusion 120 and the other sidewall of the planar pavement surface 111 can be formed between 0.2 and 0.6 mm.

[0089] In the third embodiment, the range of values ​​is not limited and can be adjusted according to the performance requirements of block 100.

[0090] like Figure 7 and Figure 8 As shown, in the fourth embodiment of the present invention, the slit 110 formed on the block 100 may further include a channel portion having a channel 131 at corresponding positions on each of the two sidewalls of the pavement surface 111. This channel is formed by a groove extending along the depth direction of the pavement surface 111. Furthermore, the distance between the two sidewalls of the bottom surface 112 may gradually increase with the depth of the bottom surface 112 and then remain constant.

[0091] Specifically, the channel 131 is formed in the shape of a semi-circular groove in cross section. One channel 131 is formed on one side wall of the pavement surface 111, and the other channel 131 is formed on the other side wall of the pavement surface 111 at the position corresponding to one channel 131. In this case, the space of the channel section can have a columnar shape.

[0092] The aforementioned channel portions can be formed at even intervals along the length of the cut 110, and in the pavement surface 111, each channel portion can avoid overlapping with the area formed by the protrusion 120, and can be formed in other areas of the pavement surface 111.

[0093] As described above, when the space of the channel section is cylindrical, the diameter of the column can be formed between 1 and 3 millimeters. At the same time, the spacing between each channel section can be formed between 4 and 30 millimeters.

[0094] In embodiments of the present invention, although the spatial shape of the channel portion is formed in a column shape as described above, it is not limited thereto. The cross-sectional shape of the channel 131 can make the space of the channel portion have a bar shape other than a column shape.

[0095] The channel portion formed as described above can increase the spatial volume of the slit 110, while forming a flow channel to the outside from the bottom part 112, thereby improving the drainage performance of the slit 110.

[0096] In addition, in order to form the aforementioned channel portion, a columnar support may be provided on the blade used to form the slit 110 in the mold used to manufacture the tire. This can prevent the blade from deforming during the tire forming process, thereby reducing the deformation of the slit 110 during the forming process and improving the manufacturing efficiency of the slit 110.

[0097] like Figure 8 As shown in a, in the cross section perpendicular to the length direction of block 100, as the depth of the bottom surface 112 increases, the distance between the two side walls of the bottom surface 112 gradually increases and then remains constant. For the inclined surface and bottom surface along the inclined parts on both sides, a vertical surface extending from the inclined surface in the vertical direction can be provided.

[0098] By forming the aforementioned inclined and vertical surfaces, the space of the bottom portion 112 is increased, thereby increasing the volume of the slit 110 and improving its drainage performance. Furthermore, the cross-section of the bottom portion 112 is generally a pentagon with a triangular upper part and a rectangular lower part. Therefore, the force applied to the outer surface of the block 100 is also supported by the vertical surface. Compared to the block 100 of the third embodiment, the block 100 of the fourth embodiment has improved stiffness reinforcement.

[0099] The connection between the pavement surface 111 and the slope can form a rounded curved surface with a radius of curvature Ra. Similarly, the connection between the bottom surface of the planar bottom surface 112 and the slope can also form a rounded curved surface with a radius of curvature Rb.

[0100] The radius of curvature Ra of the connection between the pavement surface 111 and the slope can be between 0.5 and 5 mm. Furthermore, the radius of curvature Rb of the connection between the bottom surface of the bottom surface 112 and the vertical surface can be between 0.3 and 1.5 mm. The radius of curvature Rc of the connection between the slope and the vertical surface can be between 0.3 and 5 mm. Additionally, the bottom surface width w1 can be less than 3 mm.

[0101] The depth d1 of the bottom surface 112 can be between 2 and 6 mm. Furthermore, the overall depth d2 of the slit 110 can be between 5 and 10 mm. And the height d3 of the protrusion 120 can be between 1.5 and 5 mm.

[0102] In the fourth embodiment, the portions of the two sidewalls of the pavement surface 111, excluding the passage portion, can be formed as planes. Therefore, the distance between the two sidewalls of the pavement surface 111, i.e., the thickness t1 of the pavement surface 111, can be uniformly formed along the depth direction of the pavement surface 111. Here, the thickness t1 of the pavement surface 111 can be formed between 0.4 and 0.8 mm. Furthermore, the distance t2 between the protrusion 120 and the other sidewall of the pavement surface 111 can be formed between 0.2 and 0.6 mm.

[0103] In the fourth embodiment, the range of values ​​is not limited, and the range of values ​​can be adjusted according to the performance required by block 100.

[0104] Figure 9 These are plan views of the slits 110 in various embodiments of the present invention. In the plan view of each slit 110, Figure 9 "a" refers to the case where the kerf 110 forms a straight line shape along its length. Figure 9 The 'b' refers to the case where the kerf 110 forms a wave shape along its length, while... Figure 9The 'c' refers to the case where the slit 110 forms a constantly curved stepped shape in the length direction.

[0105] exist Figure 9 In sections a to c, the left slit 110 has the shape of a continuous surface, while the right slit 110 has the shape of including a channel portion. Figure 9 In a, the cut 110 on the left refers to the cut 110 formed in the first and second embodiments described above, while the cut 110 on the right may refer to the cut 110 formed in the third and fourth embodiments described above.

[0106] like Figure 9 As shown in b and c, the slit 110 can have a curved shape extending along its length. Specifically, as... Figure 9 As shown in b, the slit 110 can have a wavy shape along its length. And as... Figure 9 As shown in c, the slit 110 can have a certain curved shape that is repeatedly presented along its length.

[0107] In this case, the protrusion 120 can be formed in all locations, while the channel portion can be formed in curved or planar locations where the protrusion 120 is not present. As described above, by forming the shape of the slit 110 in the longitudinal direction, the spatial volume of the slit 110 can be increased, and the contact efficiency between the protrusion 120 and the sidewall of the pavement surface 111 is improved in the direction of the force applied to the block 100 at different angles, thereby improving the tire's drainage performance, braking performance, traction performance, etc.

[0108] Figure 10 This is a perspective view of block 200, a comparative example of the present invention. Figure 10 As shown, the block 200 in the comparative example is a block 200 in which the cut 210 is formed only in the shape of the pavement surface 211 extending with the overall depth, and the depth and length of the cut 210 are the same as the depth and length of each cut 110 formed in the block 100 of the first to fourth embodiments.

[0109] Figure 11 This data is from tests conducted using block 200 of various embodiments and comparative examples of the present invention. Furthermore, Figure 12 This is an image showing the results of a driving analysis using block 100 of the first embodiment of the present invention. Figure 12 In the image, the red area represents the area where the other side wall of the pavement 111 contacts the protrusion 120.

[0110] Specifically, Figure 12 In section a, it is shown that when the thickness t1 of the pavement surface 111 of the cut Kerf110 is 0.6 mm, and the distance t2 between the protrusion 120 and the other side wall of the pavement surface 111 is 0.4 mm. Figure 12 Figure b shows the case where the thickness t1 of the pavement surface 111 of the cut Kerf110 is 0.6 mm and the distance t2 between the protrusion 120 and the other side wall of the pavement surface 111 is 0.3 mm.

[0111] like Figure 11 As shown, when the slit 110 of the block 100 is formed in each of the first to fourth embodiments with a predetermined value, the rigidity of the block 100 increases compared to the comparative example. Therefore, it can be confirmed that even if the spatial volume of the slit 110 increases, the rigidity of the block 100 will also increase.

[0112] In addition, such as Figure 12 As shown, in the block 100 of the first embodiment, when the thickness t1 of the pavement surface 111 of the cut Kerf 110 is 0.6 mm and the distance t2 between the protrusion 120 and the other side wall of the pavement surface 111 is 0.4 mm, it can be confirmed that the contact area of ​​the protrusion 120 increases, and as described above, the rigidity of the block 100 also increases accordingly.

[0113] The above description of the present invention is merely illustrative, and those skilled in the art will understand that it can be easily modified into other specific forms without changing the technical concept or essential features of the invention. Therefore, the embodiments described above should be understood as exemplary in all respects and not restrictive. For example, components described as a single form may also be implemented in a distributed manner, and similarly, components described as distributed may also be implemented in a combined form.

[0114] The scope of this invention is defined by the patent claims described below, and any modifications or variations derived in accordance with the meaning and scope of the claims and their equivalents shall be construed as being included within the scope of this invention.

Claims

1. A tire having a 3D slit combining interlocking strips and concealed groove type slits, the tire having blocks, characterized in that, include: A cut is formed in the block, and the cut has a pavement surface and a bottom surface, the pavement surface being a space formed extending from the outer side of the block in contact with the road surface along the thickness direction of the block, and the bottom surface being a space formed extending from the pavement surface along the thickness direction of the block; as well as A protrusion is formed protruding from one of the two sidewalls of the pavement surface, and the protrusion is formed on the pavement surface and spaced apart from the bottom surface. Along the depth direction of the bottom surface, the distance between the two sidewalls of the bottom surface can be changed. In a cross-section perpendicular to the direction of the cut extension, as the depth of the bottom surface increases, the distance between the two side walls of the bottom surface gradually increases, and the resulting inclined surfaces are provided on both sides of the bottom surface. The connection between the sidewall of the road surface and the inclined surface of the bottom surface is rounded to form a curved surface with a radius of curvature. The tire features a 3D slit that combines an interlocking band and a groove-type slit, with the outer end of the protrusion facing the outer side of the block being spaced apart from the outer side of the block. When the overall depth of the cut is between 5 and 10 mm, the height of the protrusion is between 1.5 and 5 mm, and the depth of the bottom surface is between 2 and 6 mm.

2. The tire with a 3D slit combining an interlocking band and a recessed groove type slit according to claim 1, characterized in that, Both sidewalls of the road surface are formed as continuous surfaces.

3. The tire with a 3D slit combining an interlocking band and a recessed groove type slit according to claim 1, characterized in that, The distance between the two sidewalls of the bottom surface gradually increases with the depth of the bottom surface, and remains constant after increasing to a certain extent.

4. The tire with a 3D slit combining an interlocking band and a grooved slit, as described in claim 1, is characterized in that... It also includes a channel section having a channel formed by a groove-shaped structure extending along the depth direction of the road surface at corresponding positions on the two sidewalls of the road surface.

5. The tire with a 3D slit combining an interlocking band and a grooved slit, as described in claim 4, is characterized in that... The distance between the two sidewalls of the bottom surface gradually increases with the increase of the depth of the bottom surface, and remains constant after increasing to a certain extent.

6. The tire with a 3D slit combining an interlocking band and a grooved slit according to claim 1, characterized in that, The protrusion has a cuboid shape.

7. The tire with a 3D slit combining an interlocking band and a grooved slit according to claim 1, characterized in that, The cut has a curved shape that extends along the length of the cut.

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