Pneumatic tire

Abstract

A pneumatic tire is disclosed. A pneumatic tire of the present embodiment may include: a carcass configured to extend from an interior of a tread to a bead through a sidewall; a belt section positioned inside the tread and disposed on the outside in the radial direction of the carcass; a cap ply section located inside the tread and disposed on the outside in the radial direction of the belt section; and a silencing member attached to the radially inner surface of the tread. The cap ply portion may include: a first cap ply disposed on the outside in the radial direction of the belt portion; and a second cap ply that extends from one end of the first cap ply to at least a portion of the muffling material in the width direction of the tread, and that is disposed on the outside in the radial direction of the first cap ply.

Description

Technical Field

[0001] This invention relates to a pneumatic tire, and more specifically, to a pneumatic tire capable of reducing noise generated during vehicle operation and improving durability. Background Technology

[0002] Typically, when a vehicle is traveling at high speed, pneumatic tires generate vibration noise due to friction or impact between the tire tread and the road surface. This noise is amplified within the air-filled cavity, causing discomfort to the driver or passengers. Therefore, various solutions are being researched to address this tire noise problem.

[0003] Figure 1 This is a diagram showing a cross-section of a conventional pneumatic tire used for noise reduction. (Refer to...) Figure 1 A conventional pneumatic tire for noise reduction includes: a carcass 10 extending from the interior of the tread 11 through the sidewall 12 to the bead 13; a belt portion 20 located inside the tread 11 and disposed radially outside the carcass 10; a band portion 30 located inside the tread 11 and disposed radially outside the belt portion 20; and a noise-dampening element 40 attached to the center of the radially inner surface of the tread 11 and extending circumferentially along the tire.

[0004] In this type of pneumatic tire, the crown belt layer 30 is formed entirely of a single crown belt layer, except that a portion at each end in the tire width direction is formed of two crown belt layers. Furthermore, the two crown belt layers located at each end of the crown belt layer 30 are spaced apart from the noise-absorbing member 40 at a predetermined interval in the tire width direction. In other words, in the circumferential direction of this pneumatic tire, the two crown belt layers of the crown belt layer 30 do not overlap with the noise-absorbing member 40.

[0005] Therefore, this traditional pneumatic tire has the following problem: if the width of the muffler 40 is too wide, the width of the two crown belt layers located on both ends of the crown belt layer 30 will become too narrow, which will not be able to prevent the belt layer 20 from floating off the tire body 10 due to centrifugal force when the vehicle is traveling at high speed, thus causing the tire's durability to decrease.

[0006] In addition, to ensure tire durability, this pneumatic tire integrally forms the crown belt layer 30 as two crown belt layers on the radially outer side of the belt layer 20. This may cause another problem, namely, the tire weight increases significantly, resulting in reduced vehicle fuel efficiency. Summary of the Invention

[0007] The problem the invention aims to solve This embodiment aims to provide a pneumatic tire that can reduce tire noise generated by friction or impact between the tire tread and the road surface and amplified within the tire cavity.

[0008] This embodiment aims to provide a pneumatic tire that can minimize the increase in weight, suppress the belt layer from lifting due to centrifugal force when the vehicle is traveling at high speed, and improve the tire's durability and lateral stiffness.

[0009] means for solving problems According to one aspect of the invention, a pneumatic tire can be provided, comprising: a carcass configured to extend from the interior of the tread through the sidewall to a bead; a belt portion located inside the tread and disposed radially outward of the carcass; a band portion located inside the tread and disposed radially outward of the band portion; and a noise damper attached to a radially inner surface of the tread. The band portion may include: a first band layer disposed radially outward of the band portion; and a second band layer extending from one end of the first band layer along the width direction of the tread to at least a portion of the noise damper and disposed radially outward of the first band layer.

[0010] The crown band layer can be formed by winding a crown band fabric with a specified width. The first crown band layer can be formed by winding the crown band fabric with a pitch of 100% to 105% of the width of the crown band fabric. The second crown band layer can be formed by winding the crown band fabric with a pitch of 45% to 90% of the width of the crown band fabric.

[0011] The second crown layer may include: a fully overlapping portion formed by the crown layer fabric wound at a pitch of 45% to 55% of the width of the crown layer fabric; and a partially overlapping portion formed by the crown layer fabric wound at a pitch of 65% to 90% of the width of the crown layer fabric.

[0012] The partially overlapping portion may include: a first region extending axially from the fully overlapping portion to one end of the muffler; and a second region continuous with the first region, overlapping at least a portion of the muffler axially from one end of the muffler.

[0013] The first region can be configured to occupy 5% to 25% of the width of the belt layer in the width direction of the tread; the second region can be configured to occupy 2% to 30% of the width of the belt layer in the width direction of the tread.

[0014] The fully overlapping portion can be configured to occupy 10% to 25% of the ground contact width of the tread in the width direction; the partially overlapping portion can be configured to occupy 7% to 40% of the ground contact width of the tread in the width direction.

[0015] The belt layer portion may include: a first belt layer disposed radially outside the tire body; and a second belt layer disposed radially outside the first belt layer.

[0016] The noise-reducing component can be configured to occupy 40% to 70% of the tire tread's ground contact width in the width direction of the tire tread.

[0017] The noise-reducing element can be formed by extending circumferentially along the tire tread.

[0018] The noise-reducing component can be formed by dividing the tire tread at equal intervals along its circumference.

[0019] Invention Effects The pneumatic tire of this embodiment can effectively reduce tire noise generated by friction or impact between the tire tread and the road surface and amplified in the tire cavity, thereby providing a comfortable driving environment for the driver and passengers.

[0020] The pneumatic tire of this embodiment can minimize the increase in weight, suppress belt layer lift, and improve lateral stiffness, thereby improving tire durability and driving stability. Attached Figure Description

[0021] Figure 1 A diagram showing the cross-section of a conventional pneumatic tire used for noise reduction.

[0022] Figure 2 A cross-sectional view showing the main parts of an inflatable tire according to an embodiment of the present invention.

[0023] Figure 3 This is a cross-sectional view of an inflatable tire according to an embodiment of the present invention.

[0024] Figure 4 This is a cross-sectional view of an inflatable tire according to an embodiment of the present invention.

[0025] Figure 5 This is a side view of an inflatable tire according to an embodiment of the present invention. Detailed Implementation

[0026] 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. The invention is not limited to the embodiments presented herein, and may be embodied in other forms. To clarify the invention, illustrations of parts unrelated to the description are omitted in the drawings, and for ease of understanding, the dimensions of the constituent elements may be exaggerated to a certain extent.

[0027] Figure 2 To illustrate a cross-sectional view of the main parts of a pneumatic tire according to an embodiment of the present invention, Figure 3 and Figure 4 Cross-sectional views of an inflatable tire according to an embodiment of the present invention are shown. Furthermore, Figure 5 This is a side view of an inflatable tire according to an embodiment of the present invention.

[0028] Reference Figures 2 to 5 The pneumatic tire of the present invention may include a tire body 100, a belt layer 200, a crown belt layer 300, and a noise reduction component 400.

[0029] The carcass 100 is the ply layer that forms the skeleton of the tire, such as... Figure 3 As shown, it is formed to extend from the tread 110 to both sides, through the sidewall 120 to the bead 130, thereby supporting the air pressure inside the tire and the overall load of the vehicle, and can deform due to road impact during vehicle operation.

[0030] More specifically, the carcass 100 is disposed inside the tire, forming the basic shape of the tire and supporting the vehicle's load. For this purpose, the carcass 100 may include multiple layers made of organic and / or inorganic fibers capable of meeting the required strength and flexibility of the tire.

[0031] Furthermore, although not shown, the tire carcass 100 may also include an inner liner layer disposed radially inside the tire carcass 100 to protect the tire's internal space from the effects of air and moisture. Moreover, as... Figure 3 As shown, the tire body 100 can be configured with the center of the tread 110 as the reference, and the sidewall 120 and bead 130 symmetrical on both sides.

[0032] The tread 110 forms the surface where the tire contacts the road surface and provides traction for the vehicle. To this end, the tread 110 can be formed in various shapes and made of various materials to achieve sufficient traction for the tire depending on road conditions. For example, the tread 110 can be made of a thick rubber layer, and can be made of rubber that provides strong cut and impact resistance to protect the tire carcass 100, belt layer 200, and crown belt layer 300, and strong wear resistance to extend tire life. Furthermore, the tread 110 may include various grooves or patterns provided on the contact patch to improve grip.

[0033] Furthermore, in the following text, the tread contact width TW refers to the width of the contact patch between the tread 100 and the ground in the axial direction of the tire when the pneumatic tire of an embodiment of the present invention is mounted on a standard rim and loaded with a standard load under standard internal pressure. Moreover, the tread width direction refers to the same direction as the tire's width or axial direction.

[0034] The sidewall 120 is located between the tread 110 and the bead 130 to protect the tire carcass 100 and improve ride comfort through flexible flexion and extension movements. For this purpose, the sidewall 120 can be formed into various shapes and made of various materials to provide sufficient flexibility. Furthermore, various information such as tire type, size structure, tread pattern, manufacturer, and brand name can be displayed on the sidewall 120.

[0035] The bead 130 is located on the inner circumferential surface of the tire, adhering tightly to the rim, thereby securing the tire to the vehicle's wheel. For this purpose, the bead 130 may include bead wires (not shown), a bead core (not shown), etc., and can be formed into various shapes and made of various materials to ensure the tire is stably fixed to the rim. Furthermore, this bead 130 can be configured to apply a slight tightening force to the rim to ensure that the tire will not detach from the rim even if the tire pressure drops sharply during driving.

[0036] On the other hand, the belt layer portion 200 can be located inside the tread 110 and disposed radially outside the tire carcass 100 to improve the strength of the tread 110. It protects the tire carcass 110 by preventing the transmission of impacts and cracks to the tread 110. For this purpose, the belt layer portion 200 can include multiple belt layers formed by winding cords such as steel, textile, or aramid fiber circumferentially around the tire. Furthermore, as... Figure 3 As shown, the belt layer 200 can be symmetrically formed on both sides with the center of the width of the tread 110 as a reference.

[0037] More specifically, the belt layer portion 200 may include: a first belt layer 210 disposed radially outward of the tire carcass 100; and a second belt layer 220 disposed radially outward of the first belt layer 210. That is, the belt layer portion 200 may be formed by stacking two belt layers 210 and 220. Moreover, it is not limited to this, heavy-duty pneumatic tires suitable for heavier vehicles such as trucks and buses may also include a belt layer portion 200 composed of multiple (more than two) belt layers stacked together.

[0038] Furthermore, the first bandgap layer 210 is formed to be longer than the second bandgap layer 220, such as... Figure 4 As shown, this allows the end of the second belt layer 220 to be placed on the first belt layer 210. Furthermore, although not shown, the first belt layer 210 may be formed to the same length as the second belt layer 220, so that the end of the first belt layer 210 can be positioned at the same location as the end of the second belt layer 220.

[0039] Furthermore, in the following text, the width of the belt layer 200 refers to the width of the first belt layer 210, which is the widest among the plurality of belt layers 210, 220 arranged as shown above, with reference to the width direction of the tread 100.

[0040] On the other hand, the crown layer 300 is located inside the tread 110 and radially outside the belt layer 200, thereby suppressing the belt layer 200 from lifting off the tire carcass 100 due to centrifugal force when the vehicle is traveling at high speed, and improving tire durability. To this end, the crown layer 300 is formed by winding a crown layer cord 301, made of organic fibers such as polyester, nylon, rayon, and aramid, at a specified width, along the tire circumference at a certain pitch.

[0041] More specifically, the crown layer portion 300 may include: a first crown layer 310 disposed radially outside the belt layer portion 200; and a second crown layer 320 extending axially from one end of the first crown layer 310 to at least a portion of the silencing member 400 and disposed radially outside the first crown layer 310.

[0042] In other words, such as Figure 4 As shown, the first crown belt layer 310 is disposed radially outside the second belt layer 220, and the second crown belt layer 320 is disposed radially outside the first crown belt layer 310. It is disposed on both sides of the first crown belt layer 310 along the axial direction of the tire from one end of the first crown belt layer 310 in a manner that overlaps with at least a portion of the muffler 400.

[0043] Therefore, as described above, the first crown layer 310 can be formed by winding a crown layer ply 301 of a specified width along the circumference of the tire at a pitch of 100% to 105% of the width of the crown layer ply 301. That is, as... Figure 2 As shown, the first crown belt layer 310 can be configured such that the crown belt layer plies 301 are arranged adjacent to each other along the width direction of the tire to form a single-layer structure, or it can be configured such that the crown belt layer plies 301 are closely attached to each other along the width direction of the tire to form a single-layer structure.

[0044] Furthermore, the second crown layer 320 can be formed by winding the crown layer ply 301 circumferentially along the tire at a pitch of 45% to 90% of the width of the crown layer ply 301. That is, as... Figure 2 As shown, the second crown layer 320 can be configured such that the crown layer ply 301 overlaps with a portion of the adjacent crown layer ply 301 along the width direction of the tire to form an additional single-layer structure on the first crown layer 310.

[0045] Therefore, in the pneumatic tire of the present invention, the second crown layer 320 is not manufactured independently of the first crown layer 310 and then laminated on the first crown layer 310 by bonding or the like. Instead, it is formed by winding the crown layer cord 301, which forms the crown layer portion 300 and has a predetermined width, along the circumference of the tire. Thus, it can be manufactured in one step by changing the pitch.

[0046] Moreover, in Figure 2 In this context, although the end of the first crown band 310 is shown to be longer and extends beyond the band layer portion 200, it is not limited to this. The crown band portion 300 can be formed to have an overall length that is the same as or shorter than the band layer portion 200, so that the end of the first crown band 310 or the second crown band 320 is disposed on the band layer portion 200.

[0047] In addition, the second crown layer 320 may include: a fully overlapping portion 321, which is configured to extend from one end of the crown layer portion 320 along the tire axial direction and spaced at a predetermined distance from one end of the muffler 400; and a partially overlapping portion 322, which extends from the fully overlapping portion 321 along the tire axial direction to at least a portion of the muffler 400.

[0048] The fully overlapping portion 321 can be configured such that, based on the width direction of the tread 100, its width is 10% to 25% of the ground contact width of the tread 100. Furthermore, the partially overlapping portion 322 can be configured such that, based on the width direction of the tread 100, its width is 7% to 40% of the ground contact width of the tread 100.

[0049] Furthermore, the fully overlapping portion 321 can be formed by winding the crown layer fabric 301 around the belt layer portion 200 at a pitch of 45% to 55% of the width of the crown layer fabric 301. Moreover, the partially overlapping portion 322 can be formed by winding the crown layer fabric 301 around the belt layer portion 200 at a pitch of 65% to 90% of the width of the crown layer fabric 301.

[0050] In other words, such as Figure 2 As shown, the fully overlapping portion 321 can be arranged adjacent to each other to form the second coronary layer 320, while the partially overlapping portion 322 can be arranged at a predetermined distance from each other to form the second coronary layer 320.

[0051] Therefore, the fully overlapping portion 321 is formed with a higher weight than the partially overlapping portion 322, thus effectively suppressing the lifting of the belt layer portion 200 from the tire carcass 100 due to centrifugal force when the vehicle is traveling at high speed. In particular, the lifting of the belt layer portion 200 from the tire carcass 100 due to centrifugal force when the vehicle is traveling at high speed mainly begins at the two ends of the belt layer portion 200. Therefore, by means of the fully overlapping portion 321 provided at both ends of the belt layer portion 200, the lifting of the belt layer portion 200 from the tire carcass 100 can be suppressed more effectively.

[0052] Furthermore, since the partially overlapping portion 322 is formed with a lower weight than the fully overlapping portion 321, only the fully overlapping portion 321 in the second crown layer 320 is set to have a relatively higher weight, thereby preventing an increase in the overall weight of the crown layer portion 300. In this case, the width of the fully overlapping portion 321 and the width of the partially overlapping portion 322 are determined by taking into account the noise and durability characteristics of the pneumatic tire of the present invention. As an example, the partially overlapping portion 322 may also be provided throughout the entire crown layer portion 300 except for the fully overlapping portion 321.

[0053] Therefore, in the pneumatic tire of the present invention, the second crown belt layer 320 can be arranged to partially overlap with the noise reduction member 400. Thus, compared with conventional pneumatic tires for noise reduction, the pneumatic tire of the present invention can minimize the increase in weight, suppress the belt layer portion 200 from the tire body 100 caused by centrifugal force, and improve cornering stiffness, thereby further improving the tire's durability and driving stability.

[0054] On the other hand, such as Figure 2As shown, the partially overlapping portion 322 can be divided into: a first region 322a, extending axially from the inner end of the fully overlapping portion 321 to one end of the muffler 400; and a second region 322b, overlapping at least a portion of the muffler 400 axially from the first region 322a. The first region 322a can be configured such that, based on the tire axial direction, its width w1 is 5% to 25% of the width of the belt layer portion 200. Furthermore, the second region 322b can be configured such that, based on the tire axial direction, its width w2 is 2% to 30% of the width of the belt layer portion 200.

[0055] The division of the partially overlapping portion 322 and the tire axial length of each region are used to determine the overall length of the partially overlapping portion 322, and also to determine the spacing between the fully overlapping portion 321 and the muffler 400 along the tire axial direction. This can be determined within the above range by taking into account the noise and / or durability characteristics of the pneumatic tire of the present invention.

[0056] On the other hand, such as Figure 3 and Figure 4 As shown, the noise-reducing component 400 is attached to the radial inner surface of the tread 110 to reduce tire noise generated by friction or impact between the tread 110 and the road surface and amplified within the tire's cavity. Therefore, the noise-reducing component 400 can be made of various materials including foamed rubber, foamed synthetic resin, and sponge, and can take various shapes including foam bodies and porous structures.

[0057] Furthermore, the center of gravity of the muffler 400 is aligned with the center of the tread 110 along the circumference of the tire, thereby balancing the load applied to the entire tire and maintaining mechanical balance. This prevents the muffler 400 from detaching from the tread 110 due to weight eccentricity during high-speed driving.

[0058] Furthermore, although the cross-section of the muffler 400 is shown as rectangular, it is not limited to this and can be set to various shapes and sizes depending on the noise reduction performance and the overall shape and specifications of the tire.

[0059] Furthermore, the muffler 400 can extend in a long strip along the circumference of the tread 100, thus forming a circular shape. Moreover, as... Figure 5 As shown, the noise-reducing component 400 can also be formed by dividing it at equal intervals along the circumference of the tread 100, and multiple such components are provided.

[0060] In addition, such as Figure 3 As shown, the muffler 400 can be configured such that, with the width direction of the tread 100 as a reference, its width w3 is 40% to 70% of the tread ground contact width TW.

[0061] Therefore, the pneumatic tire of this embodiment can effectively reduce tire noise generated by friction or impact between the tread 110 and the road surface and amplified in the tire cavity, thus providing a comfortable driving environment for the driver and passengers.

[0062] The specific embodiments of the pneumatic tire of the present invention have been described so far, but it is obvious that various modifications can be made without departing from the scope of the present invention.

[0063] Therefore, the scope of the invention should not be limited to the illustrated embodiments, but should be determined by the appended claims and their equivalents.

[0064] In other words, it should be understood that the foregoing embodiments are exemplary and not restrictive in all respects, and the scope of the invention is embodied by the appended patent claims, rather than by a detailed description, and all changes or modifications derived from the meaning, scope and equivalent concepts of the patent claims should be interpreted as being included within the scope of the invention.

Claims

1. A pneumatic tire, characterized in that, The pneumatic tire includes: The tire carcass is configured to extend from the inside of the tread through the sidewall to the bead. The belt layer is located inside the tread and positioned radially outside the tire carcass. The crown layer, located inside the tread and disposed radially outside the belt layer, and A noise-reducing component is attached to the radial inner surface of the tire tread; The coronal band layer includes: The first crown band layer is disposed radially outside the band layer portion, and The second crown layer extends from one end of the first crown layer along the width direction of the tread to at least a portion of the muffler and is disposed radially outside the first crown layer.

2. The pneumatic tire according to claim 1, characterized in that, The crown band layer is formed by rolling up a crown band layer fabric with a specified width; The first crown layer is formed by winding the crown layer fabric at a pitch of 100% to 105% of the width of the crown layer fabric; The second crown layer is formed by winding the crown layer fabric at a pitch of 45% to 90% of the width of the crown layer fabric.

3. The pneumatic tire according to claim 2, characterized in that, The second coronal band layer includes: The fully overlapping portion, wherein the crown layer fabric is wound with a pitch of 45% to 55% of the width of the crown layer fabric, and In the partially overlapping portion, the crown layer fabric is wound with a pitch of 65% to 90% of the width of the crown layer fabric.

4. The pneumatic tire according to claim 3, characterized in that, The overlapping portion includes: The first region extends axially from the fully overlapping portion to one end of the muffler, and The second region, continuous with the first region, overlaps with at least a portion of the muffler along the tire axial direction from one end of the muffler.

5. The pneumatic tire according to claim 4, characterized in that, The first region is configured to have a width of 5% to 25% of the width of the belt layer portion in the width direction of the tread; The second region is configured to have a width of 2% to 30% of the width of the belt layer in the width direction of the tread.

6. The pneumatic tire according to claim 3, characterized in that, The fully overlapping portion is configured to have a width of 10% to 25% of the ground contact width of the tread in the width direction of the tread. The overlapping portion is configured to have a width of 7% to 40% of the ground contact width of the tread in the width direction of the tread.

7. The pneumatic tire according to claim 1, characterized in that, The belt layer includes: The first belt layer is disposed on the radially outer side of the tire carcass, and The second belt layer is disposed radially outside the first belt layer.

8. The pneumatic tire according to claim 1, characterized in that, The silencer is configured such that: The tread has a width that is 40% to 70% of the ground contact width of the tread in the width direction.

9. The pneumatic tire according to claim 1, characterized in that, The noise-reducing element extends circumferentially along the tire tread.

10. The pneumatic tire according to claim 1, characterized in that, The noise-reducing component is formed by equally spaced divisions along the circumference of the tire tread.

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