阅读说明：本技术 具有胎面部内结构加强材料的非充气轮胎 (Non-pneumatic tire having a tread portion inner structural reinforcement material ) 是由 金晟泰 崔锡柱 金正宪 于 2020-09-24 设计创作，主要内容包括：本发明一实施例提供如下的技术,即,向非充气轮胎的胎面部内插入结构加强部,由此,提高轮胎的制动性能和耐疲劳性,可通过调节帘布体的材料或宽度来调节轮胎的刚性。本发明实施例的具有胎面部内结构加强材料的非充气轮胎包括：轮圈部,与车轴相连接；胎面部,呈沿着圆周方向包围轮胎的外侧的形状,与地面相接触；辐条部,形成于上述轮圈部与上述胎面部之间,设置有拱形的上部拱形体和下部拱形体,用于吸收从地面向胎面部传递的冲击；以及结构加强部,向上述胎面部的内部插入,设置有由多个金属线形成的帘布体,执行上述辐条部的负荷支撑及应力分散。(An embodiment of the present invention provides a technique in which a structural reinforcement portion is inserted into a tread portion of a non-pneumatic tire, thereby improving braking performance and fatigue resistance of the tire, and the rigidity of the tire can be adjusted by adjusting the material or width of a fabric body. A non-pneumatic tire having a tread portion inner structure reinforcing material according to an embodiment of the present invention includes: a rim portion connected to the axle; a tread portion that is shaped to surround the outer side of the tire in the circumferential direction and that is in contact with the ground; a spoke portion formed between the rim portion and the tread portion, provided with an upper arch and a lower arch of an arch shape, and used for absorbing impact transmitted from the ground to the tread portion; and a structural reinforcement portion inserted into the tread portion, provided with a carcass formed of a plurality of wires, and performing load support and stress dispersion of the spoke portion.)

1. A non-pneumatic tire having a tread portion inner structure reinforcing material,

the method comprises the following steps:

a rim portion connected to the axle;

a tread portion that is shaped to surround the outer side of the tire in the circumferential direction and that is in contact with the ground;

a spoke portion formed between the rim portion and the tread portion, provided with an upper arch and a lower arch of an arch shape, and used for absorbing impact transmitted from the ground to the tread portion; and

and a structural reinforcement portion inserted into the tread portion, provided with a carcass formed of a plurality of wires, and configured to support the load and disperse the stress of the spoke portion.

2. A non-pneumatic tire having a structural reinforcing material in the tread portion as set forth in claim 1 wherein said structural reinforcing portion further comprises a central body formed along the circumferential direction of said tread portion.

3. The non-pneumatic tire having a tread inner structural reinforcement material as claimed in claim 2, wherein the structural reinforcement portion is formed of a first ply body and a second ply body, the second ply body forming an angle of 40 to 85 degrees with respect to a circumferential direction of the tire and being wound around the center body, the first ply body being wound around an upper side of the second ply body while forming an angle of-40 to-85 degrees with respect to the circumferential direction of the tire.

4. A non-pneumatic tire having a tread portion inner structure reinforcing material as claimed in claim 3, wherein the height from the inner side surface of the structure reinforcing portion to the outer side surface of the spoke portion is 30% or less of the entire height of the tread portion.

5. The non-pneumatic tire having a tread portion inner structure reinforcing material according to claim 1, wherein the structure reinforcing portion includes a drape body formed of one or more materials selected from the group consisting of polyamide fiber, polyester fiber, rayon fiber, aramid fiber, glass fiber, and carbon fiber.

6. A non-pneumatic tire having a tread portion inner structure reinforcing material as set forth in claim 1, wherein said carcass has a width of 30 to 200 mm.

Technical Field

The present invention relates to a non-pneumatic tire, and more particularly, to a non-pneumatic tire having a tread portion inner structure reinforcing material.

Background

Depending on the structure, the tires commonly used in the present generation can be classified into radial tires, bias tires, and solid tires, among which radial tires, that is, pneumatic (or pneumatic) tires, are mostly used for cars and automobiles other than special purposes. However, such a pneumatic tire has a complicated structure, and a number of steps such as 8 steps are taken as a manufacturing process, and therefore, the amount of harmful substances discharged is considerable, and there has been a problem of safety that it is necessary to check inflation, which is absolutely important for the performance and safety of the pneumatic tire, at any time, and the tire may be damaged by penetration and impact of foreign substances during running.

However, compared with such a pneumatic tire, a non-pneumatic tire is a tire made by a new concept of process and structure which can significantly save energy usage and harmful substance generation amount by greatly reducing production cost through simplification of materials and process, and has an advantage that a problem which may be caused by a shortage of air pressure or the like can be eliminated. In addition, the shape of standing waves (standing wave) generated in the pneumatic tire can be prevented, and the rotational resistance can be greatly improved.

However, in the related art non-pneumatic tire, there are problems in that fatigue resistance is improved when traveling at high speed, as well as dispersion of vibration and resistance of torsion when the vehicle changes direction with respect to braking performance due to structural limitations.

In korean patent laid-open No. 10-2006-0051513, a technique of supporting the load of a tire by a plurality of support members including a plurality of layers of staples is mentioned.

In korean patent laid-open No. 10-2008-0038274, there is proposed a technique consisting of a body formed of an elastic material, a circumferentially extending crown portion functioning as a ground contact surface, and a sidewall in contact with the circumferentially extending crown portion.

In korean patent laid-open No. 10-2004-0027984, there is mentioned a non-pneumatic tire including a reinforced annular band supporting the load of the tire and a plurality of grid spokes transmitting the load between a rim or a hub in a stretched state.

In korean laid-open patent No. 10-2010-0090015, a non-pneumatic tire having a cushioning portion formed of a honeycomb structure that serves to cushion and support a load applied to the tire is mentioned.

In U.S. issued patent No. 927257, a loop reinforcement assembly is mentioned, and as a structural reinforcement, a coil form wound in a spiral is described.

In japanese patent No. 4855646, a non-pneumatic tire having an elastomer shear layer and annular reinforcing bands formed on the inner and outer sides in the radial direction of the elastomer shear layer is described.

Japanese patent No. 4530231 describes a non-pneumatic tire reinforced in the circumferential direction of the tire at an intermediate annular portion (inner annular portion) and an outer annular portion, and a reinforcing belt of the outer annular portion is formed by alternately laminating a steel wire rope, an aramid wire, an artificial yarn, and the like arranged in parallel at an inclination angle of about 20 degrees in the reverse direction.

Documents of the prior art

Patent document

Patent document 1 Korean patent application No. 10-2006-0051513

Korean patent No. 10-2008-0038274 of patent document 2

Korean patent publication No. 10-2004-0027984 to Korea

Patent document 4 korean patent No. 10-2010-0090015

Patent document 5 U.S. granted patent No. 9272576

Patent document 6 japanese granted patent No. 4855646

Patent document 7 japanese granted patent No. 4530231

Disclosure of Invention

Technical problem

An object of the present invention for solving the above problems is to insert a structural reinforcement portion into a tread portion, thereby improving braking performance and fatigue resistance when traveling at high speed, and at the same time, improving dispersion of vibration and resistance to torsion when the direction of the vehicle is changed. Further, the overall rigidity of the tire can be adjusted by adjusting the material or width of the fabric body of the structural reinforcement portion.

The technical problems to be solved by the present invention are not limited to the above-mentioned technical problems, and other technical problems not mentioned can be clearly understood from the following description by a person of ordinary skill in the art to which the present invention pertains.

Means for solving the problems

The structure of the present invention for achieving the above object is characterized by comprising: a rim part connected with the axle and provided with an insertion groove; a tread portion that is shaped to surround the outer side of the tire in the circumferential direction and that is in contact with the ground; a spoke portion formed between the rim portion and the tread portion, provided with an upper arch and a lower arch of an arch shape, and used for absorbing impact transmitted from the ground to the tread portion; and a structural reinforcement part inserted into the tread part, wherein a plurality of cord fabrics formed by a plurality of metal wires are crossed along a diagonal line, the rigidity is adjusted by adjusting the material of the structural reinforcement part and the width of the cord fabrics, and the structural reinforcement material is inserted into the tread part and takes the shape of winding the cord fabrics around a central body, thereby improving the braking performance and the fatigue resistance of the tire.

In an embodiment of the present invention, the structural reinforcement portion may further include a central body formed along a circumferential direction of the tread portion.

In an embodiment of the present invention, the structural reinforcement portion may be formed of a first fabric body and a second fabric body, the second fabric body forming an angle of 40 degrees (degree) to 85 degrees with respect to a circumferential direction of the tire and being wound around the central body, the first fabric body being wound around an upper side of the second fabric body, and the first fabric body forming an angle of-40 degrees to-85 degrees with respect to the circumferential direction of the tire.

In an embodiment of the present invention, a height from an inner side surface of the structural reinforcement portion to an outer side surface of the spoke portion may be 30% or less of an entire height of the tread portion.

In an embodiment of the present invention, the structural reinforcement part may be formed of one or more materials selected from the group consisting of polyamide fiber, polyester fiber, rayon fiber, aramid fiber, glass fiber, and carbon fiber.

In an embodiment of the present invention, the width of the drape body may be 30 to 200 millimeters (mm).

ADVANTAGEOUS EFFECTS OF INVENTION

The present invention having the above-described structure has an effect of improving the braking performance and fatigue resistance of the tire by inserting the structural reinforcement portion into the tread portion of the non-pneumatic tire. And, dispersion of vibration and resistance to torsion when the direction of the vehicle is changed are improved.

Also, the effect of the present invention can adjust the rigidity by adjusting the material or width of the drape body.

The effects of the present invention are not limited to the above-described effects, but include all effects that can be inferred from the structure of the invention described in the detailed description of the present invention or the claims of the present invention.

Drawings

Fig. 1 is a cross-sectional view of a non-pneumatic tire according to an embodiment of the present invention.

Fig. 2A and 2B are sectional perspective views of a non-pneumatic tire according to an embodiment of the present invention.

Fig. 3 is an enlarged view of a structural reinforcement portion according to an embodiment of the present invention.

Fig. 4A and 4B are tables showing the degree of deformation of one of the pneumatic tire and the static characteristic performance evaluation of the embodiment of the present invention.

Description of reference numerals

100: rim part

200: spoke part

210: upper arch body

220: lower arch body

300: tread portion

400: structural reinforcement

410: first curtain cloth body

420: second curtain cloth body

430: central body

Detailed Description

The present invention will be described below with reference to the accompanying drawings. However, the present invention may be embodied in many different forms and is not limited to the embodiments described herein. In the drawings, portions that are not related to the description are omitted for the sake of clarity in describing the present invention, and like reference numerals are given to like portions throughout the specification.

Throughout the specification, when one portion is "connected (coupled, contacted, combined)" with another portion, this includes a case of "direct connection" and a case of "indirect connection" with another member interposed therebetween. When a portion "includes" another portion, unless otherwise specified, the other component is included in the portion, and is not excluded.

The terminology used in the description is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. Expressions in the singular include expressions in the plural as long as other meanings are not explicitly stated herein. It should be understood that in the present specification, terms such as "comprising" or "having" are used to specify the presence of stated features, integers, steps, actions, structural elements, components, or groups thereof, but do not preclude the presence or addition of one or more other features, integers, steps, actions, structural elements, components, or groups thereof.

The present invention will be described in detail below with reference to the accompanying drawings.

Fig. 1 is a front view of the whole tire according to an embodiment of the present invention, fig. 2A and 2B are schematic views of the tire structure according to an embodiment of the present invention, and fig. 3 is an enlarged view of a structural reinforcement part 400 according to an embodiment of the present invention.

As shown in fig. 1, 2A, 2B and 3, the present invention may include: a rim portion 100 connected to an axle and having an insertion groove; a tread portion 300 which is shaped to surround the outer side of the tire in the circumferential direction and which is in contact with the ground; a spoke 200 formed between the rim 100 and the tread 300, provided with an upper arch 210 and a lower arch 220 having an arch shape, for absorbing impact transmitted from the ground to the tread 300; and a structural reinforcement part 400 inserted into the tread part 300, in which a plurality of cords formed of a plurality of wires are crossed with each other along a diagonal line.

The rim portion 100 may be in a cylindrical shape, may be combined with an axle, and may receive the transmitted power through the axle.

The tread portion 300 may have a shape surrounding the outer side surface of the spoke portion 200 in the circumferential direction. The tread portion 300 may contact the ground to cushion the impact transmitted from the ground.

The spoke portion 200 may include arcuate upper and lower arches 210, 220. The upper arch 210 is combined with the inner side of the tread portion 300, and the lower arch 220 is combined with the outer side of the rim portion 100. The upper arch 210 and the lower arch 220 are alternately joined to the corresponding upper arch 210 and lower arch 220 to connect the tread portion 300 and the spoke portion 200. The spoke portion 200 may be formed of one selected from an elastomer or a rubber material, and the spoke portion 200 may absorb an impact transmitted from the ground to the tread portion 300.

The structural reinforcement part 400 may be completely introduced into the tread part 300 to be formed along a circumferential direction, the second fabric body 420 formed of a plurality of metal wires forms an angle of 40 to 85 degrees with respect to the circumferential direction of the tire and is wound around the central body, and the first fabric body 410 formed of a plurality of metal wires surrounds the second fabric body 420 and forms an angle of-40 to-85 degrees with respect to the circumferential direction of the tire, thereby surrounding an edge portion of the structural reinforcement part 400, thereby preventing occurrence of a non-contact portion between the respective fabric bodies to improve durability of the tire. The height from the inner side surface, which is the surface of the structural reinforcement portion 400 facing the center of the tire, to the outer side surface in contact with the lower surface of the tread portion 300 of the spoke portion 200 is 30% or less of the entire height of the tread portion 300, whereby the load support and stress dispersion of the spoke portion 200 can be increased. Also, the structural reinforcement part 400 may have a width of 30 to 200mm and be located at the center in the width direction. In the embodiment of the present invention, the structural reinforcement formed of two plies is explained, but the structural reinforcement may be formed of a plurality of plies.

The structural reinforcement part 400 may be formed of one or more materials selected from the group consisting of polyamide fiber, polyester fiber, rayon fiber, aramid fiber, glass fiber, and carbon fiber. Also, the material of the 1 st drape body 410 may or may not be the same as the material of the second drape body 420. Also, the structural reinforcement portion 400 may have a rigidity greater than that of the tread portion 300. Also, the interval of the carcass formed during the winding process may be maintained at 0 to 5 millimeters (mm). If the fabric sheets overlap each other or are spaced more than 5 millimeters (mm) apart to increase the space, the regular arrangement of the metal wires of the fabric sheets is hindered to reduce the durability. Further, the closer the angle when the carcass is wound is to 0 degrees in the axial direction, the more effective the circumferential load support is. However, when the angle at which the curtain is wound is less than 40 degrees, interference occurs between the curtains, and regular winding is difficult to achieve. Further, the smaller the angle at the time of winding, the larger the width of the fabric body (w 1 in fig. 3) is required to minimize the interval between the fabric bodies (w 2 in fig. 3). In this case, if the width is greater than 200 millimeters (mm), air may flow into the inside of the carcass during operation of the tire, and performance may be degraded.

In the non-pneumatic tire of the present invention, the widths of the first drape body 410 and the second drape body 420 may be the same or different. The width of the first drape body 410 and the width of the second drape body 420 may be varied to adjust the overall rigidity of the structural reinforcement 400.

In the non-pneumatic tire of the present invention, the materials of the first drape body 410 and the second drape body 420 may be the same or different. Each of the carcass may be formed of one or more materials selected from polyamide fibers, polyester fibers, rayon fibers, aramid fibers, glass fibers, and carbon fibers. Thereby, the overall rigidity of the structural reinforcement portion 400 can be adjusted.

Fig. 4A and 4B are tables showing the degree of deformation of one of the static characteristic performance evaluations of the non-pneumatic tire having no structural reinforcement portion and the embodiment of the present invention. Fig. 4A shows the degree of deformation of a non-pneumatic tire without structural reinforcement, and fig. 4B shows the degree of deformation of an embodiment of the present invention.

As shown in fig. 4A and 4B, it was confirmed that the degree of deformation in fig. 4B is more similar to the form of the degree of deformation of the pneumatic tire than the degree of deformation in fig. 4A. Thus, the non-pneumatic tire having the structural reinforcement may have similar performance to a pneumatic tire as compared to a non-pneumatic tire without the structural reinforcement, and thus, the non-pneumatic tire having the structural reinforcement may have a more excellent ride quality as compared to a non-pneumatic tire without the structural reinforcement.

Example 1

The structural reinforcement part 400 may have a shape in which a first drape body 410 formed of a plurality of metal wires and a second drape body 420 formed of a plurality of metal wires are layered with each other, the first drape body 410 is wound around the second drape body 420, PET1000D/2 may be used as a material, and the width of the drape body (w 1 of fig. 3) may be 100 millimeters (mm). Also, the first drape body 410 and the second drape body 420 may be formed in opposite directions by 60 degrees, and the interval of the drape bodies (w 2 of fig. 3) may be 25.4 EPI.

Comparative example 2

In the structural reinforcement part 400, the second drape body 420 formed of a plurality of metal wires may be combined with the upper side of the central body 430, and the upper side of the second drape body 420 may be combined with the first drape body 410. Also, the first and second drape bodies 410 and 420 may use PET1000D/2 as a material, and the width (w 1 of fig. 3) of the first and second drape bodies 410 and 420 may be 100 millimeters (mm). Also, the first drape body 410 and the second drape body 420 may be formed in opposite directions by 60 degrees, and the interval of the drape bodies (w 2 of fig. 3) may be 25.4 EPI.

Comparative example 1

A non-pneumatic tire in which a structural reinforcement portion is not inserted into a tread portion.

[ Table 1]

Table 1 is an experimental data table of the presence or absence of the structural reinforcement portion 400 and the structure of the structural reinforcement portion 400 applied to the non-pneumatic tire according to the embodiment of the present invention. Comparative example 1 is an example in which the structural reinforcement part 400 is not inserted into the tread part 300, and in comparative example 2, the structural reinforcement part 400 is inserted into the tread part 300, but the form of the structural reinforcement part 400 is cut to 100mm of a predetermined width to form 2 plies, the upper side of the central body 430 is coupled to the second ply body 420, and the upper side of the second ply body 420 is coupled to the first ply body 410, and example 1 is an example of the present invention, and the widths of the first ply body 410 and the second ply body 420 are 100 mm. In comparative example 2 and example 1, the material of each drape body was the same PET 1000D/2. The gap between the fabric body of comparative example 2 and the fabric body of example 1 (w 2 in fig. 3) was also the same 25.4 EPI.

As shown in table 1, in the high-speed durability test, in comparative example 1, the interfacial peeling between the tread portion 300 and the spoke portion 200 was confirmed after 4 hours, and in comparative example 2, the end of the belt formed of the carcass was confirmed to be peeled after 7 hours. In example 1, the spoke 200 was confirmed to be cracked after 9 hours. Therefore, it was confirmed that the brake performance and the high-speed durability were improved in example 1 as compared with those in comparative examples 1 and 2 of the spoke portion 200.

As shown in table 1, when the braking performance level of comparative example 1 was set with reference to 100, the braking performance value was 104 in the case of comparative example 2 and 105 in the case of example 1. Therefore, the braking performance of example 1 was the most excellent among comparative examples 1, 2 and 1.

As shown in table 1, when the deformation amount of the spoke portion 200 located at the shortest distance from the floor surface of comparative example 1 to the rim portion 100 is set with reference to 100, the numerical value of the deformation degree of the spoke portion 200 is 83 in the case of comparative example 2, and the numerical value of the deformation degree of the spoke portion 200 is 82 in the case of example 1. Therefore, in comparative example 1, comparative example 2, and example 1, the degree of deformation of the spoke portion 200 of example 1 in table 1 is the smallest. Since the smaller the degree of deformation of the spoke portions 200, the less vibration and noise during traveling, the ride comfort and fatigue resistance of other parts are superior in example 1 to those in comparative examples 1 and 2.

The above description of the present invention is merely exemplary, and those skilled in the art to which the present invention pertains can easily modify the present invention into other specific forms without changing the technical idea or essential features of the present invention. The embodiments described above are therefore illustrative in all respects and are not intended to limit the present invention. For example, each component described as a single type may be implemented as a dispersion, and similarly, components described as a dispersion may be implemented in combination.

The scope of the present invention is shown by the above description, and all changes and modifications within the meaning and range and equivalent concepts thereof are included in the scope of the present invention.