Heavy duty tire
By designing slits and grooves along the axial and circumferential directions in the tread of heavy-duty tires, the problems of reduced drainage performance and insufficient rigidity caused by tread wear are solved, achieving good drainage performance and improved braking force and handling stability during wear.
Patent Information
- Application Number
- CN202510566766.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Priority Date
- 2024-05-03
- Filing Date
- 2025-04-30
- Publication Date
- 2025-11-04
AI Technical Summary
When heavy-duty tires wear down, the groove structure leads to a decrease in water drainage performance, and the tread rigidity is insufficient, affecting braking force and handling stability.
Design a heavy-duty tire tread structure comprising slits and grooves arranged axially and circumferentially, including first, second, and third slits and grooves, to ensure continuous and effective water drainage performance during wear.
During tread wear, the slits and grooves maintain tire rigidity and good water drainage, thereby improving braking force and handling stability.
Smart Images
Figure CN120886591A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to a heavy duty tire, and more particularly, to a heavy duty tire that maintains excellent drainage performance even when the tread is worn while ensuring the rigidity of the tread. BACKGROUND
[0002] Generally, a tire for a vehicle has a function of carrying the weight of the vehicle, transmitting driving and braking forces to the road surface, absorbing the impact from the road surface, and achieving the steering and maintaining the direction of the vehicle.
[0003] In such a vehicle tire, various shaped grooves are formed on the tread that directly contacts the road surface, in order to improve the braking, driving, and traction forces of the tire, improve the handling stability, and impart a good heat dissipation effect and drainage performance to the tire. However, due to the presence of these grooves, the rigidity of the tread is decreased.
[0004] In particular, a heavy duty tire for a truck, a bus, a van, a large pick-up truck, and other commercial vehicles, as a high performance tire designed for a large vehicle, the rigidity of the tread is particularly important, and thus, a groove structure that ensures the drainage performance and the handling stability while ensuring the rigidity of the tread is particularly important.
[0005] However, a groove structure generally used to improve the drainage performance not only decreases the rigidity of the tread, but also causes a problem in that the drainage performance is decreased due to a change in the shape of the groove when the tread is worn. SUMMARY
[0006] Problems to be Solved by the Invention
[0007] The present embodiment aims to provide a heavy duty tire that maintains good drainage performance while ensuring the rigidity of the tread through the structure of the tread sipe and the groove.
[0008] The present embodiment also aims to provide a heavy duty tire that continuously maintains good drainage performance through the structure of the tread sipe and the groove even when the tread is worn.
[0009] Means for Solving the Problems
[0010] According to an aspect of the present application, there can be provided a heavy-duty tire characterized by including: a tread that contacts a road surface; a slit that is formed in an axial direction of the tread and arranged at a predetermined interval in a circumferential direction of the tread; and a groove that is formed in the circumferential direction of the tread and arranged at a predetermined interval in the axial direction of the tread; wherein the slit includes: a first slit including a first transverse passage provided on a surface side of the tread; a second slit including a second transverse passage provided in a depth direction of the tread below the first transverse passage; and a third slit including a third transverse passage provided in the depth direction of the tread below the second transverse passage; and the groove includes: a first groove including a first longitudinal passage communicating with the third transverse passage; a second groove including a second longitudinal passage communicating with the second transverse passage and the first longitudinal passage; and a third groove including a third longitudinal passage communicating with the first transverse passage and the first longitudinal passage.
[0011] The slit can be arranged such that the first slit, the second slit, and the third slit are sequentially and repeatedly arranged in the circumferential direction of the tread; and the groove can be arranged such that the third groove is arranged on the first slit side, the second groove is arranged on the second slit side, and the first groove is arranged on the third slit side in the circumferential direction of the tread.
[0012] The slit can be arranged such that the first slit, the third slit, and the second slit are sequentially and repeatedly arranged in the circumferential direction of the tread; and the groove can be arranged such that the third groove is arranged on the first slit side, the second groove is arranged on the second slit side, and the first groove is arranged on the third slit side in the circumferential direction of the tread.
[0013] The slit can be divided by the groove in the axial direction of the tread, the third slit can be arranged on both sides of the first slit in the axial direction of the tread, the first slit can be arranged on both sides of the second slit in the axial direction of the tread, and the second slit can be arranged on both sides of the third slit in the axial direction of the tread.
[0014] A lower end of the first transverse passage can be at the same height as an upper end of the second transverse passage in the depth direction of the tread, and a lower end of the second transverse passage can be at the same height as an upper end of the third transverse passage in the depth direction of the tread.
[0015] The first groove, the second groove, and the third groove can be continuously arranged in the circumferential direction of the tread.
[0016] The second longitudinal channel can have a height of 80% to 120% of the second lateral channel height in the depth direction of the tread, and the third longitudinal channel can have a height of 80% to 120% of the first lateral channel height in the depth direction of the tread.
[0017] The second longitudinal channel and the third longitudinal channel can have a length along the tread circumference that is 5% to 10% longer or shorter than the distance between the adjacent slits along the tread circumference.
[0018] The second longitudinal channel and the third longitudinal channel can have a length along the tread circumference that is 5 mm or more longer than the slits adjacent to both ends thereof along the tread circumference.
[0019] Inventive Effects
[0020] According to the heavy-duty tire of the present embodiment, by the structure of the tread slits and grooves, both the rigidity of the tread and the good drainage performance can be ensured, so that the braking force and driving force of the tire are improved, and the handling stability is improved.
[0021] According to the heavy-duty tire of the present embodiment, by the structure of the tread slits and grooves, even in the case where the tread is worn, the drainage performance can be continuously maintained, so that the decrease in the braking force, driving force, and handling stability of the tire due to the wear of the tread is minimized. BRIEF DESCRIPTION OF DRAWINGS
[0022] Figure 1 is a perspective view of the overall appearance of a heavy-duty tire according to an embodiment of the present invention.
[0023] Figure 2 is a perspective view of the tread in an initial wear state in a heavy-duty tire according to an embodiment of the present invention.
[0024] Figure 3 is a plan view of the tread in an initial wear state in a heavy-duty tire according to an embodiment of the present invention.
[0025] Figure 4 is a perspective view of the shape of a groove in a heavy-duty tire according to an embodiment of the present invention.
[0026] Figures 5A to 5C are cross-sectional views respectively showing a first region, a second region, and a third region of a groove in a heavy-duty tire according to an embodiment of the present invention.
[0027] Figure 6 is a perspective view of the tread in an intermediate wear state in a heavy-duty tire according to an embodiment of the present invention.
[0028] Figure 7 is a plan view of the tread in an intermediate wear state in a heavy-duty tire according to an embodiment of the present invention.
[0029] Figure 8 is a perspective view of a tire in a heavy-duty vehicle according to an embodiment of the present application, showing a state of a tire in a late stage of wear.
[0030] Figure 9 is a plan view of a tire in a heavy-duty vehicle according to an embodiment of the present application, showing a state of a tire in a late stage of wear.
[0031] Explanation of Reference Numerals
[0032] D1: Axial direction of the tread D2: Circumferential direction of the tread
[0033] D3: Depth direction of the tread 100: Tread
[0034] 200: Sipe 210: First sipe
[0035] 211: First transverse channel 220: Second sipe
[0036] 221: Second transverse channel 230: Third sipe
[0037] 231: Third transverse channel 300: Groove
[0038] 310: First groove 311: First longitudinal channel
[0039] 320: Second groove 321: Second longitudinal channel
[0040] 330: Third groove 331: Third longitudinal channel DETAILED DESCRIPTION
[0041] The present embodiment will be described in detail below with reference to the accompanying drawings. The following embodiment is intended to fully convey the concept of the present application to those skilled in the art, and is not intended to limit the technical scope of the present application. The present application is not limited to the illustrated embodiment, but can be embodied in other forms. The drawings omit parts irrelevant to the explanation for the sake of understanding the present application, and the dimensions of the constituent elements are exaggerated as necessary.
[0042] Figure 1 is a perspective view of a tire in a heavy-duty vehicle according to an embodiment of the present application, showing a state of a tire in a late stage of wear. Furthermore, Figure 2 are a perspective view and a plan view of a tire in a heavy-duty vehicle according to an embodiment of the present application, showing a state of a tire in an early stage of wear. Figure 3 are a perspective view and a plan view of a tire in a heavy-duty vehicle according to an embodiment of the present application, showing a state of a tire in an early stage of wear. Figure 4 is a perspective view of a groove shape in a tire in a heavy-duty vehicle according to an embodiment of the present application. Figures 5A to 5C are sectional views of a first region, a second region, and a third region of a groove in a tire in a heavy-duty vehicle according to an embodiment of the present application. Furthermore, Figure 6 are a perspective view and a plan view of a tire in a heavy-duty vehicle according to an embodiment of the present application, showing a state of a tire in an early stage of wear. Figure 7are a perspective view and a plan view of a middle period wear state of a tread in a heavy tire according to an embodiment of the present invention. Figure 8 and Figure 9 are a perspective view and a plan view of a late period wear state of a tread in a heavy tire according to an embodiment of the present invention.
[0043] Referring to Figures 1 to 9 , a heavy tire according to an embodiment of the present invention includes a tread 100, a sipe 200 arranged at a predetermined interval along an axial direction D1 of the tread 100 and along a circumferential direction D2 of the tread 100, and a groove 300 arranged at a predetermined interval along the circumferential direction D2 of the tread 100 and along the axial direction D1 of the tread 100.
[0044] As shown in Figure 1 , the tread 100 has a ring shape as a whole, and forms a surface of the tire that contacts a road surface to provide a driving force of a vehicle. To this end, the tread 100 can be designed in various shapes and materials according to road conditions to ensure that the tire has sufficient driving performance. For example, the tread 100 can be made of a rubber material having excellent cut resistance, impact resistance, and wear resistance to extend the service life of the tire. In addition, in the present specification, the axial direction D1 of the tread 100 indicates the same direction as the rotation axis of the tire, the circumferential direction D2 of the tread 100 indicates the direction of the circumference of the outer surface of the tread 100, and the depth direction D3 of the tread 100 indicates the direction from the surface of the tread 100 toward the rotation axis of the tire.
[0045] On the other hand, as shown in Figure 2 , the sipe 200 has a groove shape having a smaller cross-sectional area than the groove 300 as a whole, and is formed to extend to a predetermined depth from the surface of the tread 100 in the depth direction D3 of the tread 100. In addition, as shown in Figure 2 , the sipe 200 is formed in the axial direction D1 of the tread 100 and arranged at a predetermined interval in the circumferential direction D2 of the tread 100.
[0046] As shown in Figure 2 , the sipe 200 can include a first sipe 210 including a first lateral passage 211 disposed on the surface side of the tread 100, a second sipe 220 including a second lateral passage 221 disposed on the depth direction D3 of the tread 100 and below the first lateral passage 211, and a third sipe 230 including a third lateral passage 331 disposed on the depth direction D3 of the tread 100 and below the second lateral passage 221. The lower end of the first lateral passage 211 can be at the same height as the upper end of the second lateral passage 221 in the depth direction D3 of the tread 100.
[0047] In addition, the first slit 210, the second slit 220, and the third slit 230 can be provided to have the same height from the surface of the tread 100 in the depth direction D3 of the tread 100. In other words, the lower end of the first slit 210 can be provided to be at the same height as the lower end of the third lateral passage 231 in the depth direction D3 of the tread 100 from the surface of the tread 100; the upper end and the lower end of the second slit 220 can be provided to be at the same height as the upper end of the first lateral passage 211 and the lower end of the third lateral passage 231, respectively, in the depth direction D3 of the tread 100 from the surface of the tread 100; and the upper end of the third slit 230 can be provided to be at the same height as the upper end of the first lateral passage 211 in the depth direction D3 of the tread 100 from the surface of the tread 100.
[0048] In addition, the lower end of the second lateral passage 221 can be at the same height as the upper end of the third lateral passage 321 in the depth direction D3 of the tread 100. Although the first lateral passage 211, the second lateral passage 221, and the third lateral passage 231 are illustrated as having a rectangular cross section in the drawings, the present application is not limited thereto, and various shapes such as a circular shape, an elliptical shape, a diamond shape, and the like can be used.
[0049] In addition, the slits 200 can be provided to have the first slit 210, the second slit 220, and the third slit 230 sequentially and repeatedly provided in the circumferential direction D2 of the tread 100, or to have the first slit 210, the third slit 230, and the second slit 220 sequentially and repeatedly provided in the circumferential direction D2 of the tread 100.
[0050] In addition, as shown in FIGS. 1 and 2, the slits 200 can be divided by the grooves 300 in the axial direction D1 of the tread 100, the third slit 230 can be provided to be adjacent to both sides of the first slit 210 in the axial direction D1 of the tread 100, the first slit 210 can be provided to be adjacent to both sides of the second slit 220 in the axial direction D1 of the tread 100, and the second slit 220 can be provided to be adjacent to both sides of the third slit 230 in the axial direction D1 of the tread 100. Figure 2 Figure 3 In addition, as shown in FIGS. 1 and 2, the slits 200 can be divided by the grooves 300 in the axial direction D1 of the tread 100, the third slit 230 can be provided to be adjacent to both sides of the first slit 210 in the axial direction D1 of the tread 100, the first slit 210 can be provided to be adjacent to both sides of the second slit 220 in the axial direction D1 of the tread 100, and the second slit 220 can be provided to be adjacent to both sides of the third slit 230 in the axial direction D1 of the tread 100.
[0051] On the other hand, the groove 300 has a larger cross-sectional area than the slit 200 as a whole, and is formed to extend to a predetermined depth in the depth direction D3 of the tread 100 from the surface of the tread 100. In addition, as shown in FIGS. 1 and 2, the groove 300 is formed in the circumferential direction D2 of the tread 100 and is arranged at a predetermined interval in the width direction D1 of the tread 100. Figure 2
[0052] Further, the grooves 300 can include a first groove 310 including a first longitudinal channel 311 communicating with the third lateral channel 231; a second groove 320 including a second longitudinal channel 321 communicating with the second lateral channel 221 and the first longitudinal channel 311; and a third groove 330 including a third longitudinal channel 331 communicating with the first lateral channel 211 and the first longitudinal channel 311.
[0053] Further, the grooves 300 can be arranged along the circumferential direction D2 of the tread 100 such that the third groove 330 is arranged on the first cut 210 side, the second groove 320 is arranged on the second cut 220 side, and the first groove 310 is arranged on the third cut 230 side. That is, in the grooves 300, the arrangement order of the first groove 310, the second groove 320, and the third groove 330 can be determined according to the arrangement order of the cuts 200, such that the longitudinal channels 311, 321, 331 communicate with the lateral channels 211, 221, 231. As shown in FIG. 4, for example, the first groove 310, the second groove 320, and the third groove 330 can be formed at the same height in the depth direction D3 of the tread 100 and can be continuously arranged in the circumferential direction D2 of the tread 100. Although not shown in the drawing, the first groove 310, the second groove 320, and the third groove 330 can also be dividedly arranged. Figure 4
[0054] More specifically, as shown in FIG. 4 and FIG. 5, the first groove 310 includes the first longitudinal channel 311 having a larger cross-sectional area at the lower end side of the first groove 310 than other portions of the first groove 310 and communicating with the third lateral channel 231. Further, the second groove 320 includes the first longitudinal channel 311 communicating with the third lateral channel 231 at the lower end side of the second groove 320 and includes the second longitudinal channel 321 communicating with the second lateral channel 221 at the middle side of the second groove 320. Further, the third groove 330 includes the first longitudinal channel 311 communicating with the third lateral channel 231 at the lower end side of the third groove 330 and includes the third longitudinal channel 331 communicating with the first lateral channel 211 at the upper end side of the third groove 330. Figure 4
[0055] In order to achieve smooth communication between the longitudinal channels 311, 321, 331 and the lateral channels 211, 221, 231, the first longitudinal channel 311, the second longitudinal channel 321, and the third longitudinal channel 331 can have the following characteristics: the first longitudinal channel 311 has a height of 80% to 120% of the height of the first lateral channel 211 in the depth direction D3 of the tread 100; the second longitudinal channel 321 has a height of 80% to 120% of the height of the second lateral channel 221 in the depth direction of the tread 100; and the third longitudinal channel 321 has a height of 80% to 120% of the height of the third lateral channel 231 in the depth direction D3 of the tread 100.
[0056] Further, the second longitudinal channel 321 and the third longitudinal channel 331 can be longer or shorter than the interval between the adjacent sipes 200 along the circumference D2 of the tread 100 by 5 to 10%. Further, the second longitudinal channel 321 and the third longitudinal channel 331 can be longer than the sipes 200 adjacent to both ends thereof along the circumference D2 of the tread 100 by 5 mm or more.
[0057] Further, in the heavy-duty tire according to the present application, the longitudinal channels 311, 321, 331 and the transverse channels 211, 221, 231 are illustrated as three groups, but can be four or more groups depending on the thickness of the tread 100 and the like.
[0058] In the heavy-duty tire according to the present application configured as described above, the flow of the fluid thereon is as follows depending on the wear condition of the tread 100:
[0059] First, referring to Figure 2 and Figure 3 , in the heavy-duty tire according to the present application, when the tread 100 is not worn or is in an initial wear condition, the first transverse channel 211 and the third longitudinal channel 311 are exposed to the surface of the tread 100 to form a flow path. Thus, when the tread 100 contacts the road surface, the fluid such as rainwater entering the surface of the tread 100 can be discharged toward the axial direction Dl of the tread 100 along the flow path formed by the first transverse channel 211 and the third longitudinal channel 311, and the remaining fluid can be smoothly discharged toward the circumferential direction D2 of the tread 100 along the groove 300.
[0060] Further, referring to Figure 6 and Figure 7 , in the heavy-duty tire according to the present application, when the tread 100 is in an intermediate wear condition, the second transverse channel 221 and the second longitudinal channel 321 are exposed to the surface of the tread 100 to form a flow path. Thus, when the tread 100 contacts the road surface, the fluid such as rainwater entering the surface of the tread 100 can be discharged toward the axial direction Dl of the tread 100 along the flow path formed by the second transverse channel 221 and the second longitudinal channel 321, and the remaining fluid can be smoothly discharged toward the circumferential direction D2 of the tread 100 along the groove 300.
[0061] Further, referring to Figure 8 and Figure 9 , in the heavy-duty tire according to the present application, when the tread 100 is in a final wear condition, the third transverse channel 231 and the first longitudinal channel 311 are exposed to the surface of the tread 100 to form a flow path. Thus, when the tread 100 contacts the road surface, the fluid such as rainwater entering the surface of the tread 100 can be discharged toward the axial direction Dl of the tread 100 along the flow path formed by the third transverse channel 231 and the first longitudinal channel 311, and the remaining fluid can be smoothly discharged toward the circumferential direction D2 of the tread 100 along the groove 300.
[0062] Accordingly, the heavy-duty tire according to the present embodiment can continuously maintain the drainage performance through the structure of the slits and grooves even when the tread is worn, thereby minimizing the decrease in the braking force, driving force, and handling stability of the tire due to the wear of the tread.
[0063] Although specific embodiments of the heavy-duty tire according to the present application have been described, various modifications and changes can be made thereto without departing from the scope of the present application.
[0064] Accordingly, the scope of the present application should not be limited to the described embodiments but should be defined by the appended claims and equivalents thereof.
[0065] In other words, it is to be understood that the above-described embodiments are illustrative of the application rather than limiting thereof, and that the scope of the present application is defined by the appended patent claims rather than the detailed description of the embodiments, and all changes and modifications that come within the meaning and range of equivalents of the claims are to be embraced by the scope of the application.
Claims
1. A heavy duty tire characterized by, Comprise: a tread which contacts a road surface; a slit which is formed in an axial direction of the tread and is arranged at a predetermined interval in a circumferential direction of the tread; and a groove which is formed in the circumferential direction of the tread and is arranged at a predetermined interval in the axial direction of the tread; wherein the slit comprises: a first slit which includes a first lateral passage provided on a surface side of the tread; a second slit which includes a second lateral passage provided in a depth direction of the tread below the first lateral passage; and a third slit which includes a third lateral passage provided in the depth direction of the tread below the second lateral passage; the groove comprises: a first groove which includes a first longitudinal passage which communicates with the third lateral passage; a second groove which includes a second longitudinal passage which communicates with the second lateral passage and the first longitudinal passage; and a third groove which includes a third longitudinal passage which communicates with the first lateral passage and the first longitudinal passage.
2. The heavy-duty tire according to claim 1, wherein: the slit is arranged so that the first slit, the second slit, and the third slit are sequentially and repeatedly arranged in the circumferential direction of the tread; the groove is arranged so that the third groove is arranged on the first slit side, the second groove is arranged on the second slit side, and the first groove is arranged on the third slit side in the circumferential direction of the tread.
3. The heavy-duty tire according to claim 1, wherein: the slit is arranged so that the first slit, the third slit, and the second slit are sequentially and repeatedly arranged in the circumferential direction of the tread; the groove is arranged so that the third groove is arranged on the first slit side, the second groove is arranged on the second slit side, and the first groove is arranged on the third slit side in the circumferential direction of the tread.
4. The heavy-duty tire according to claim 1, wherein: the slit is divided by the groove in the axial direction of the tread, the third slit is arranged so as to respectively adjoin both sides of the first slit in the axial direction of the tread, the first slit is arranged so as to respectively adjoin both sides of the second slit in the axial direction of the tread, the second slit is arranged so as to respectively adjoin both sides of the third slit in the axial direction of the tread.
5. The heavy-duty tire according to claim 1, wherein: a lower end of the first lateral passage is at the same height as an upper end of the second lateral passage in the depth direction of the tread, a lower end of the second lateral passage is at the same height as an upper end of the third lateral passage in the depth direction of the tread.
6. The heavy-duty tire according to claim 1, wherein: the first groove, the second groove, and the third groove are continuously arranged in the circumferential direction of the tread.
7. The heavy-duty tire according to claim 1, wherein: the second longitudinal passage has a height of 80% to 120% of the height of the second lateral passage in the depth direction of the tread, the third longitudinal passage has a height of 80% to 120% of the height of the first lateral passage in the depth direction of the tread.
8. The heavy-duty tire according to claim 1, wherein: The second and third longitudinal channels are 5% to 10% longer or shorter than the distance between adjacent sipes along the length of the circumferential direction of the tread.
9. The heavy duty tire of claim 1 wherein: The second and third longitudinal channels are 5 mm or more longer than the sipes adjacent to both ends along the length of the circumferential direction of the tread.