Heavy duty tire

Abstract

A heavy duty tire is disclosed. A heavy duty tire according to an embodiment may include: a tread in contact with a road surface; ribs partitioned by slits formed in the axial direction of the tread and arranged at predetermined intervals in the circumferential direction of the tread; grooves formed in the circumferential direction of the tread and arranged at predetermined intervals in the axial direction of the tread; and filters having a larger cross-sectional area than the grooves and arranged on the grooves at predetermined intervals in the circumferential direction of the tread; wherein one to three filters are arranged in a ground plane length range defined by the circumferential length of the tread in the ground plane formed by the contact of the tread and the road surface under the standard internal pressure and the standard load.

Description

Technical Field

[0001] This invention relates to a heavy-duty tire, and more specifically, to a heavy-duty tire that can reduce noise while ensuring tread rigidity. Background Technology

[0002] Typically, vehicle tires have the functions of supporting the vehicle load, transmitting driving and braking forces to the road surface, mitigating impacts from the road surface, and enabling the vehicle to steer and maintain its driving direction.

[0003] In this type of vehicle tire, the tread, which is in direct contact with the road surface, has grooves of various shapes on its surface. These grooves not only improve the tire's braking and driving force and enhance handling stability, but also improve the tire's water drainage and heat dissipation performance, while reducing external vehicle noise caused by the tire's contact with the road surface.

[0004] On the other hand, medium and heavy-duty tires, which are suitable for trucks, buses, vans, large pickups and other commercial vehicles, are high-performance tires designed for large vehicles. As they need to ensure the rigidity of the tread, it is difficult to apply grooves of various shapes on the tread surface.

[0005] Therefore, compared to tires used on regular vehicles, heavy-duty tires have the problem of not being able to effectively reduce the external noise generated by the contact between the tire and the road surface. Summary of the Invention

[0006] The problem the invention aims to solve

[0007] This embodiment aims to provide a heavy-duty tire that reduces external vehicle noise generated by tire-road contact while ensuring tread rigidity through an improved tread structure.

[0008] means for solving problems

[0009] According to one aspect of the present invention, a heavy-duty tire can be provided, characterized in that it comprises: a tread in contact with a road surface; ribs separated by slits, the slits being formed along the axial direction of the tread and arranged at predetermined intervals along the circumferential direction of the tread; grooves being formed along the circumferential direction of the tread and arranged at predetermined intervals along the axial direction of the tread; and filters having a larger cross-sectional area relative to the grooves and arranged at predetermined intervals along the circumferential direction of the tread on the grooves; wherein, under standard internal pressure and standard load, one to three filters are provided in the contact area formed by the tread and the road surface within a contact area length defined by the circumferential length of the tread.

[0010] The cut can be formed at a predetermined angle relative to the tread axis.

[0011] The filter width can gradually decrease from the surface of the tread towards the axis of rotation of the tread along the depth direction of the tread.

[0012] The filter can be configured such that the minimum width formed in the tread axial direction is more than 150% larger than the width of the groove formed in the tread axial direction, and the maximum width formed in the tread axial direction is less than 50% smaller than the width of the rib formed in the tread axial direction.

[0013] The maximum length of the filter formed along the circumference of the tire tread can be set to be less than 50% smaller than the length of the contact surface.

[0014] The length of the filter formed along the circumference of the tread can be set to be at least 5 mm longer than the pitch length defined by the interval between the cuts formed along the circumference of the tread.

[0015] The filter and the groove may have the same height from the surface of the tread towards the axis of rotation of the tread along the depth direction of the tread.

[0016] The first frequency value fc formed by the filter and defined according to the following formula 1 may be less than the second frequency value fp formed by the pattern provided by the rib along the circumferential direction of the tread and defined according to the following formula 2;

[0017] [Formula 1]

[0018] fc=(C×S) / (π×L1×(S1-S));

[0019] In Formula 1, fc is the first frequency value (Hz), C is the speed at which air enters the groove through the rotation of the tire tread (mm / s), and S is the cross-sectional area of ​​the groove (mm²). 2 π is the mathematical constant Pi, L1 is the filter length (mm), and S1 is the filter cross-sectional area (mm²). 2 );

[0020] [Formula 2]

[0021] fp=(1000×V×N) / (3.6×2×π×R);

[0022] In Formula 2, fp is the second frequency value (Hz), V is the tire rotation speed (km / h), N is the total number of pitches defined by the interval between the slits formed along the circumferential direction of the tread (ea), π is pi, and R is the tire radius (mm).

[0023] The first frequency value fc formed by the filter and defined according to Formula 1 below can be less than the third frequency value f formed by the ground plane and defined according to Formula 3 below. L :

[0024] [Formula 1]

[0025] fc=(C×S) / (π×L1×(S1-S));

[0026] In Formula 1, fc is the first frequency value (Hz), C is the speed at which air enters the groove through the rotation of the tire tread (mm / s), and S is the cross-sectional area of ​​the groove (mm²). 2 π is the mathematical constant Pi, L1 is the filter length (mm), and S1 is the filter cross-sectional area (mm²). 2 );

[0027] [Formula 3]

[0028] fL=C / (2×L0);

[0029] In Formula 3, fL is the third frequency value (Hz), C is the speed at which air enters the groove through the rotation of the tire tread (mm / s), and L0 is the contact surface length (mm).

[0030] The first frequency value fc formed by the filter and defined according to Formula 1 can be greater than the second frequency value fp formed by the pattern provided by the rib along the circumferential direction of the tread and defined according to Formula 2, but less than twice the second frequency value fp:

[0031] [Formula 1]

[0032] fc=(C×S) / (π×L1×(S1-S));

[0033] In Formula 1, fc is the first frequency value (Hz), C is the speed at which air enters the groove through the rotation of the tire tread (mm / s), and S is the cross-sectional area of ​​the groove (mm²). 2 π is the mathematical constant Pi, L1 is the filter length (mm), and S1 is the filter cross-sectional area (mm²). 2 );

[0034] [Formula 2]

[0035] fp=(1000×V×N) / (3.6×2×π×R);

[0036] In Formula 2, fp is the second frequency value (Hz), V is the tire rotation speed (km / h), N is the total number of pitches defined by the interval between the slits formed along the circumferential direction of the tread (ea), π is pi, and R is the tire radius (mm).

[0037] Invention Effects

[0038] The heavy-duty tire according to this embodiment, through its improved tread structure, can reduce vehicle external noise caused by tire-road contact while ensuring tread rigidity, thereby providing a more comfortable driving and road environment. Attached Figure Description

[0039] Figure 1 This is a perspective view illustrating the overall appearance of a heavy-duty tire according to an embodiment of the present invention.

[0040] Figure 2 This is a top view illustrating the main portion of the tread in a heavy-duty tire according to an embodiment of the present invention.

[0041] Figure 3 This is another top view illustrating the main portion of the tread in a heavy-duty tire according to an embodiment of the present invention.

[0042] Figure 4A and Figure 4B These are illustrations Figure 3 Sectional views of sections A-A' and B-B'.

[0043] Explanation of reference numerals in the attached figures

[0044] D1: Tread axial direction; D2: Tread circumferential direction

[0045] D3: Tread depth direction; L0: Length of contact patch.

[0046] L1: Filter length L2: Pitch length

[0047] W0: Trench width W1: Filter width

[0048] W2: Rib width 100: Tread

[0049] 200: Rib 210: Cut Seam

[0050] 300: Trench; 400: Filter Detailed Implementation

[0051] The following will describe this embodiment in detail with reference to the accompanying drawings. The following embodiments are intended to fully convey the spirit of the invention to those skilled in the art and are not intended to limit the scope of the invention. The invention is not limited to the illustrated embodiments and may be embodied in other forms. Parts unrelated to the description are omitted in the drawings, and the dimensions of the constituent elements may be appropriately exaggerated for ease of understanding.

[0052] Figure 1 This is a perspective view illustrating the overall appearance of a heavy-duty tire according to an embodiment of the present invention. Furthermore, Figure 2 and Figure 3 These are top views illustrating the main parts of the tread in a heavy-duty tire according to an embodiment of the present invention. Figure 4A and Figure 4B They are Figure 3 Sectional views of sections A-A' and B-B'.

[0053] See Figures 1 to 4B According to an embodiment of the present invention, a heavy-duty tire includes: a tread 100; ribs 200 arranged at predetermined intervals along the axial direction D1 and the circumferential direction D2 of the tread 100; grooves 300 arranged at predetermined intervals along the circumferential direction D2 and the axial direction D1 of the tread 100; and a filter 400 having a larger cross-sectional area relative to the grooves 300 and arranged at predetermined intervals along the circumferential direction of the tread 100 on the grooves 300.

[0054] like Figure 1 As shown, the tread 100 has an overall ring-shaped structure, forming the surface that contacts the tire and provides traction to the vehicle. The tread 100 can be made of different shapes and materials depending on road conditions, such as rubber with cut resistance, impact resistance, and abrasion resistance, to extend tire life.

[0055] In this specification, the axial direction D1 of the tread 100 refers to the same direction as the tire's rotation axis, the circumferential direction D2 of the tread 100 refers to the circumferential direction of the outer circumferential surface of the tread 100, and the depth direction D3 of the tread 100 refers to the direction from the surface of the tread 100 toward the tire's rotation axis. Furthermore, under conditions of tire rest, standard internal pressure, and standard load, the circumferential length D2 of the tread 100 in the contact patch formed by the tire 100 and the road surface is defined as the contact length L0.

[0056] Ribs 200 are formed by kerfs 210, thereby creating an integral pattern on the tread 100. The kerfs 210 are formed along the axial direction D1 of the tread 100 and arranged at predetermined intervals along the circumferential direction D2 of the tread 100. The kerfs 210 are grooves extending from the surface of the tread 100 in the depth direction D3, and can be formed at a predetermined angle relative to the axial direction D1 of the tread 100, and are arranged parallel to each other at a certain interval along the circumferential direction D2 of the tread 100, forming a repeating pattern on the tread 100. Furthermore, the pitch refers to the repeating pattern of the ribs 200 arranged along the circumferential direction D2 of the tread 100, such as... Figure 2 As shown, the distance between adjacent cuts 210 formed along the circumferential direction D2 of the tread 100 can be defined as the pitch length L2.

[0057] Furthermore, the rib 200 can be formed by dividing the groove 300 along the axial direction D1 of the tread 100. For example, as Figure 2 and Figure 3 As shown, the rib 200 can be divided into three pairs along the axial direction D1 of the tread 100 by two grooves 300.

[0058] Groove 300 is a recess with a larger cross-sectional area than the slit 210, and can be formed to a certain depth from the surface of tread 100 towards the depth direction D3 of tread 100. For example... Figure 2 and Figure 3 As shown, grooves 300 can be formed circumferentially D2 along the tread 100 and arranged at predetermined intervals along the axial direction D1. To ensure the rigidity of heavy-duty tires, the cross-sectional area of ​​grooves 300 can be smaller than that of ordinary vehicle tires. Figure 4A As shown, the groove 300 along the depth direction D3 of the tread 100 can be set to have a certain groove width W0.

[0059] The filter 400 may have a larger cross-sectional area relative to the groove 300 and is arranged at predetermined intervals along the circumferential direction D2 of the tread 100 on the groove 300. When the tire rotates, as the groove 300 contacts the road surface, the filter 400 forms a channel with a contact surface length L0 that is open at both ends of the circumferential direction D2 of the tread 100. In this case, a region with a sharply increased cross-sectional area is formed, so as to act as an acoustic low-pass filter.

[0060] More specifically, such as Figure 4B As shown, the width of the filter 400 along the depth direction D3 of the tread 100 can gradually decrease, and the height of the filter 400 in the depth direction D3 of the tread 100 can be set to be the same as the height of the groove 300 in the depth direction D3 of the tread 100.

[0061] The filter 400 can be installed in one to three locations within the contact area formed by the tire tread 100 and the road surface under standard internal pressure and standard load, within a contact area length L0 defined by the circumferential length of the tire tread 100. When more than four filters 400 are installed within the contact area length L0, the function of the acoustic low-pass filter is lost because the pipe formed by the filter 400 and the road surface has the characteristics of the pipe formed by the groove 300 and the road surface.

[0062] Furthermore, the filter 400 can be configured such that the minimum width formed along the axial direction D1 of the tread 100 is more than 150% larger than the width W0 of the groove 300 formed along the axial direction D1 of the tread 100, and the maximum width formed along the axial direction D1 of the tread 100 is less than 50% smaller than the width W2 of the rib 200 formed along the axial direction D1 of the tread 100. Here, when the width W1 of the filter 400 is less than or equal to 150% of the width W0 of the groove 300, the difference between the cross-sectional area of ​​the pipe formed by the filter 400 in contact with the road surface and the cross-sectional area of ​​the pipe formed by the groove 300 in contact with the road surface is not significant, which may lead to the loss of the acoustic low-pass filter function. Furthermore, when the width W1 of the filter 400 exceeds 50% of the width W2 of the rib 200, the rigidity of the tread 100 may decrease significantly.

[0063] Furthermore, the maximum length of the filter 400 formed along the circumferential direction D2 of the tread 100 is set to be less than 50% smaller than the contact surface length L0. When the length L1 of the filter 400 exceeds 50% of the contact surface length L0, the duct formed by the filter 400 in contact with the road surface will have the same characteristics as the duct formed by the groove 300 in contact with the road surface, which may result in the loss of the acoustic low-pass filter function.

[0064] The length of the filter 400 formed along the circumferential direction D2 of the tread 100 can be set to be at least 5 mm greater than the pitch length L3 defined by the interval between the slits 210 formed along the circumferential direction D2 of the tread 100.

[0065] Therefore, in the heavy-duty tire of the present invention, the filter 400 can allow noise below a certain frequency to pass through smoothly, while providing significant attenuation and shielding for high-frequency noise.

[0066] On the other hand, in the heavy-duty tire of the present invention configured as described above, due to the shape and characteristics of the rib 200, groove 300 and filter 400, the air flowing into the pipe formed by the groove 300 and filter 400 in contact with the road surface during tire rotation will generate specific acoustic frequency characteristics, which are explained in detail below.

[0067] The first frequency value fc formed by filter 400 can be defined according to the following formula 1:

[0068] [Formula 1]

[0069] fc=(C×S) / (π×L1×(S1-S));

[0070] In Formula 1, fc is the first frequency value (Hz), C is the speed at which air enters the groove through the rotation of the tire tread (mm / s), and S is the cross-sectional area of ​​the groove (mm²). 2 π is the mathematical constant Pi, L1 is the filter length (mm), and S1 is the filter cross-sectional area (mm²).2 ).

[0071] Furthermore, the second frequency value fp formed by the pattern set by the rib 200 along the circumferential direction D2 of the tread 100 can be defined according to the following formula 2:

[0072] [Formula 2]

[0073] fp=(1000×V×N) / (3.6×2×π×R);

[0074] In Formula 2, fp is the second frequency value (Hz), V is the tire rotation speed (km / h), N is the total number of pitches defined by the interval between the slits formed along the circumferential direction of the tread (ea), π is pi, and R is the tire radius (mm).

[0075] Furthermore, the third frequency value fL formed by the ground plane can be defined according to the following formula 3:

[0076] [Formula 3]

[0077] fL=C / (2×L0);

[0078] In Formula 3, fL is the third frequency value (Hz), C is the speed at which air enters the groove through the rotation of the tire tread (mm / s), and L0 is the contact surface length (mm).

[0079] Here, the first frequency value fc, as defined above, must be less than the second frequency value fp. Furthermore, the first frequency value fc must be less than the third frequency value fL. On the other hand, when it is difficult to make the first frequency value fc less than the second frequency value fp and / or the third frequency value fL, the first frequency value fc should be set to be greater than the second frequency value fp and less than twice the second frequency value fp.

[0080] Therefore, the heavy-duty tire according to the present invention, through the improved tread 100 structure, can reduce the external noise of the vehicle when the tire contacts the road surface while ensuring tread rigidity, thereby providing a more comfortable driving environment and road environment.

[0081] The specific embodiments of the heavy-duty tire according to the present invention have been described in detail above. However, it is obvious that various changes and modifications can be made by those skilled in the art without departing from the scope of the present invention.

[0082] Therefore, the scope of protection of this invention should not be limited to the described embodiments, but should be defined by the appended claims and their equivalents.

[0083] In other words, the above embodiments are merely exemplary in all respects and not limiting. It should be understood that the scope of the present invention is defined by the appended patent registration claims, and all changes or modifications derived from the meaning, scope and equivalent concepts of the claims should be included within the scope of the present invention.

Claims

1. A heavy-duty tire, characterized in that, include: The tire tread, in contact with the road surface, The ribs are formed by slits that are formed along the axial direction of the tread and arranged at predetermined intervals along the circumferential direction of the tread. Grooves, formed circumferentially along the tread and arranged at predetermined intervals axially along the tread, and A filter, having a larger cross-sectional area relative to the groove, is arranged at predetermined intervals along the circumference of the tire tread on the groove; wherein, Under standard internal pressure and standard load, the filter has one to three filters in the contact area formed by the tire tread and the road surface, within the length range of the contact area defined by the circumferential length of the tire tread.

2. The heavy-duty tire according to claim 1, characterized in that, The cut is formed at a predetermined angle relative to the tread axis.

3. The heavy-duty tire according to claim 1, characterized in that, The filter width gradually decreases from the surface of the tread towards the axis of rotation of the tread along the depth direction of the tread.

4. The heavy-duty tire according to claim 3, characterized in that, The filter is configured as follows: The minimum width formed in the axial direction of the tread is more than 150% larger than the width of the groove formed in the axial direction of the tread. Furthermore, the maximum width formed in the axial direction of the tread is less than 50% smaller than the width of the rib formed in the axial direction of the tread.

5. The heavy-duty tire according to claim 4, characterized in that, The maximum length of the filter formed along the circumference of the tire tread is set to be less than 50% smaller than the length of the contact surface.

6. The heavy-duty tire according to claim 1, characterized in that, The length of the filter formed along the circumference of the tread is set to be at least 5 mm greater than the pitch length defined by the interval between the cuts formed along the circumference of the tread.

7. The heavy-duty tire according to claim 1, characterized in that, The filter and the groove have the same height from the surface of the tread towards the axis of rotation of the tread along the depth direction of the tread.

8. The heavy-duty tire according to claim 1, characterized in that, The first frequency value fc is formed by the filter and defined according to the following formula 1. The second frequency value fp is smaller than that formed by the pattern arranged by the ribs along the circumference of the tread and defined according to the following formula 2: [Formula 1] fc=(C×S) / (π×L1×(S1-S)); In Formula 1, fc is the first frequency value (Hz), C is the speed at which air enters the groove through the rotation of the tire tread (mm / s), and S is the cross-sectional area of ​​the groove (mm²). 2 π is the mathematical constant Pi, L1 is the filter length (mm), and S1 is the filter cross-sectional area (mm²). 2 ); [Formula 2] fp=(1000×V×N) / (3.6×2×π×R); In Formula 2, fp is the second frequency value (Hz), V is the tire rotation speed (km / h), N is the total number of pitches defined by the interval between the slits formed along the circumferential direction of the tread (ea), π is pi, and R is the tire radius (mm).

9. The heavy-duty tire according to claim 1, characterized in that, The first frequency value fc is formed by the filter and defined according to the following formula 1. Less than the third frequency value fL formed by the ground plane and defined according to the following formula 3: [Formula 1] fc=(C×S) / (π×L1×(S1-S)); In Formula 1, fc is the first frequency value (Hz), C is the speed at which air enters the groove through the rotation of the tire tread (mm / s), and S is the cross-sectional area of ​​the groove (mm²). 2 π is the mathematical constant Pi, L1 is the filter length (mm), and S1 is the filter cross-sectional area (mm²). 2 ); [Formula 3] fL=C / (2×L0); In Formula 3, fL is the third frequency value (Hz), C is the speed at which air enters the groove through the rotation of the tire tread (mm / s), and L0 is the contact surface length (mm).

10. The heavy-duty tire according to claim 1, characterized in that, The first frequency value fc is formed by the filter and defined according to the following formula 1. The frequency value fp is greater than that formed by the pattern provided by the rib along the circumference of the tread and defined according to the following formula 2, but less than twice the second frequency value fp: [Formula 1] fc=(C×S) / (π×L1×(S1-S)); In Formula 1, fc is the first frequency value (Hz), C is the speed at which air enters the groove through the rotation of the tire tread (mm / s), and S is the cross-sectional area of ​​the groove (mm²). 2 π is the mathematical constant Pi, L1 is the filter length (mm), and S1 is the filter cross-sectional area (mm²). 2 ); [Formula 2] fp=(1000×V×N) / (3.6×2×π×R); In Formula 2, fp is the second frequency value (Hz), V is the tire rotation speed (km / h), N is the total number of pitches defined by the interval between the slits formed along the circumferential direction of the tread (ea), π is pi, and R is the tire radius (mm).

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