KR-102964163-B1 - HEAT REDUCTION MOLD FOR TIRE CURING

Abstract

The present invention relates to a heat reduction mold for tire vulcanization, and more specifically, to a heat reduction mold for tire vulcanization for improving the rolling resistance performance of a green tire during a green tire vulcanization process. An embodiment of the present invention for achieving the above-mentioned objective provides a heat reduction mold for tire vulcanization characterized by comprising: a tread mold provided at a position corresponding to the tread during tire vulcanization; a pair of side molds provided on both sides of the tread mold and provided at a position corresponding to the sidewall of the tire during vulcanization; a plate provided on the outer side of the side mold; a side heating plate provided on the outer side of the plate to transfer heat to the side mold; a steam chamber provided to transfer heat to the tread mold; and a heat reduction part provided on the surface of the side mold.

Inventors

• 안우성

Assignees

• 한국타이어앤테크놀로지 주식회사

Dates

Publication Date

20260512

Application Date

20230329

Claims (9)

1. A tread mold provided at a position corresponding to the tread during tire vulcanization; Side molds provided as a pair on both sides of the above-mentioned tread mold, positioned at a location corresponding to the sidewall of the tire during vulcanization; A plate provided on the outer side of the above-mentioned side mold; A side heating plate provided on the outer side of the above plate to transfer heat to the side mold; A steam chamber provided to transfer heat to the above-mentioned tread mold; and It includes a heat reduction member provided on the surface of the above-mentioned side mold, The above side mold is, Side body forming the body; and It includes a side joint formed by being divided from the above-mentioned side body and provided at a portion in contact with the above-mentioned tread mold; A heat reduction mold for tire vulcanization, characterized in that the heat reduction portion is a coating layer or a surface treatment layer that is arranged to surround the surface of the side body so as to reduce heat conduction on the surface of the side body.
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3. In Article 1, A heat reduction mold for tire vulcanization characterized by having one or more side joints.
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6. In Article 1, The above heat reduction unit is, A heat-reducing mold for tire vulcanization characterized by a coating layer made of a ceramic-based coating agent.
7. In Article 1, The above heat reduction unit is, A heat-reducing mold for tire vulcanization characterized by being configured to reduce the thermal conductivity of the surface of the above-mentioned side body by 2 to 20%.
8. In Article 7, The above heat reduction unit is, A heat-reducing mold for tire vulcanization characterized by having a thickness of 1 to 300 microns.
9. In Article 1, The above heat reduction unit is, A heat reduction mold for tire vulcanization, characterized in that the temperature of the side body is formed to be 5 to 10% lower than the temperature of the tread mold.

Description

Heat Reduction Mold for Tire Curing The present invention relates to a heat-reducing mold for tire vulcanization, and more specifically, to a heat-reducing mold for tire vulcanization for improving the rolling resistance performance of a green tire in a green tire vulcanization process. In the vulcanization process of the tire manufacturing process, green tires are placed into containers and molds installed within the vulcanizing equipment, and heat and pressure are applied to produce finished tires. At this time, heat generated through the heat source, the vulcanizer heating plate and the container chamber, is transferred to the mold. This heat is primarily transferred to the container, and then transferred to the tire mold. Figure 1 is an example diagram showing a conventional mold for tire vulcanization. Referring to FIG. 1, a conventional tire vulcanization mold (1) is divided into a tread sector (3) corresponding to the tread portion and a side mold (2) corresponding to the sidewall portion. Specifically, a tire is typically divided into a tread and a sidewall, and the rubber is finished into a viscoelastic tire through vulcanization. At this time, the degree of vulcanization differs between the tread and the sidewall, and this affects the rolling resistance performance, which indicates fuel efficiency. The degree to which a green tire is vulcanized is called the degree of vulcanization, and generally, the sidewall has a higher degree of vulcanization compared to the tread. This means that over-vulcanization occurs in the sidewall area, and such over-vulcanization in the sidewall area degrades tire performance, specifically rolling resistance. Conventionally, to solve the problem of over-vulcanization of the sidewall, the tread sector (3) was manufactured using aluminum material with good thermal conductivity, and the side mold (2) was manufactured using steel material with relatively low thermal conductivity. In addition, a method was used to balance the vulcanization of the tread and the sidewall as much as possible by vulcanizing at a low overall vulcanization temperature. However, when vulcanizing at a low vulcanization temperature in this way, the vulcanization time becomes long, which causes a problem of reduced productivity. In addition, even if the vulcanization temperature is kept low, there was still a problem where the degree of vulcanization of the tread and the degree of vulcanization of the sidewall differed by about 2 to 7 percent. Research is being conducted to reduce the heat of the side mold (2) relative to the tread sector (3) in order to solve this problem, but the problem of the sidewall being over-vulcanized has persisted because heat is conducted when the tread sector (3) and the side mold (2) come into contact during tire vulcanization, so thermal equilibrium is eventually achieved. Therefore, technology is needed to prevent the problem of over-vulcanization of the sidewall during the green tire vulcanization process and to improve rolling resistance performance. Figure 1 is an example diagram showing a conventional mold for tire vulcanization. FIG. 2 is an exemplary diagram of a heat reduction mold for tire vulcanization according to an embodiment of the present invention. Figure 3 is a graph comparing the thermal insulation effect of a conventional tire vulcanization mold and a heat reduction mold for tire vulcanization according to an embodiment of the present invention. In the following description of the present invention, if it is determined that a detailed description of related known functions or configurations may unnecessarily obscure the essence of the present invention, such detailed description will be omitted. Since embodiments according to the concept of the present invention may be subject to various modifications and may take various forms, specific embodiments are illustrated in the drawings and described in detail in this specification or application. However, this is not intended to limit embodiments according to the concept of the present invention to specific disclosed forms, and it should be understood that the present invention includes all modifications, equivalents, and substitutions that fall within the spirit and scope of the present invention. When it is stated that one component is "connected" or "connected" to another component, it should be understood that while it may be directly connected or connected to that other component, there may also be other components in between. Conversely, when it is stated that one component is "directly connected" or "directly connected" to another component, it should be understood that there are no other components in between. Other expressions describing the relationship between components, such as "between" and "exactly between," or "adjacent to" and "directly adjacent to," should be interpreted in the same way. The terms used herein are merely for describing specific embodiments and are not intended to limit th