Tread Bonding Enhancement for Tire Manufacturing

Pneumatic tire with Helmholtz resonators inside the tire cavity to reduce interior cavity resonance noise. The tire has multiple Helmholtz resonators with a specific resonance frequency range. The resonators are integrated together and mounted on the inside surface of the tire. The resonators have a narrow frequency range difference between the lowest and highest resonance frequencies, typically 10-90 Hz. This allows the resonators to absorb sound across a broad frequency range without needing a large number of different resonator types. The resonators are made of a heat-resistant material to maintain shape at high tire temperatures.

Source

A pneumatic tire design that reduces cavity resonance noise without the need for multiple Helmholtz resonators with varying frequencies. The tire has a fixed number of Helmholtz resonators located on the inner surface near the sidewall and bead regions. By strategically placing the resonators away from the sidewall and bead edges, it allows them to resonate at different frequencies compared to the sidewall and bead resonances. This creates a damping effect across a wider frequency range to mitigate cavity resonance noise at various speeds.

Source

Tire with improved braking performance and reduced noise compared to conventional tires with shoulder sipes. The tire has a tread with specific sipe configurations on the shoulder region. The sipe design involves chamfered edges on the shoulder sipes. During braking or cornering, the chamfered edges prevent the sipe edges from getting pulled inside the land region and lifting the surface, allowing better grip and braking performance compared to conventional sipes. The chamfered edges also reduce the noise generated by the sipes contacting the road. The tire also has sipes only on the ground contacting surface of the first shoulder land region between the edge and tread, which further improves braking performance by preventing lifting of the land region.

Source

A device to uniformly and firmly press sound absorbing material inside tires to reduce tire noise. The device has a fixer to align the tire, a crimping unit with expanding frames, and a motor to lower the crimping unit onto the tire. The frames radially expand to press the inner liner's sound absorber. The expanding frames have connected segments that radially expand/contract. The frames are driven by a servomotor with bevel gears.

Source

Wheel partition assembly to reduce tire cavity noise in electric vehicles by dividing the tire cavity into multiple air-tight segments. The assembly consists of a flexible partition with inflatable sections that can be filled with air to expand and contact the inner tire wall. The partition is connected to an air line that extends around the wheel. When the vehicle is driving, air is supplied to inflate the partition sections and divide the tire cavity into smaller segments. This reduces air resonance and noise compared to a single cavity. The assembly can have multiple sections connected by a central air line, and the sections can have expandable bodies or inflatable seals to contact the tire wall.

Source

Low noise tire design to reduce air column resonance noise generated by the main grooves contacting the road. The tire has protrusion bodies extending along the grooves that provide fluid flow paths to discharge air droplets. This prevents roughness and air trapping that can cause resonance. The protrusions are spaced apart and extend over the entire groove length. They can have different heights and areas. The tire also has an abrasion indicator on the groove bottom to measure wear. A support groove flattens the indicator for accurate height measurement.

Source

A tire design with improved braking performance on dry roads without compromising wet grip and noise levels. The tire has a tread with multiple circumferential grooves separating land portions. The land portions each have sipes that communicate with the circumferential grooves. The sipes have widened sections near the outer edge. One unique feature is that the widened section of the shoulder sipe overlaps the widened section of the middle sipe in the tread view. This improves rigidity while reducing noise. The shoulder sipe also has an angled section toward the outer edge. The depth of the shoulder sipe widening is less than the middle sipe widening. This asymmetry reduces edge deformation and shearing during braking.

Source

Pneumatic tire with improved wet grip and noise reduction compared to conventional tires. The tire has a tread design with a specific pattern layout and feature sizes. The tread has an outer main circumferential groove extending around the tire circumference. The main groove has multiple circumferential main grooves spaced apart by circumferential land portions. The tread also has multiple lateral grooves extending between adjacent circumferential main grooves. The lateral grooves have multiple lateral land portions between them. The main grooves have a maximum depth greater than the lateral grooves. The lateral grooves have a maximum width greater than the circumferential main grooves. The circumferential main grooves have a maximum width greater than the lateral land portions. This tread layout with specific dimension relationships improves wet grip and steering stability while also reducing noise compared to conventional tires with different tread patterns.

Source

Tire design with improved ride comfort and noise performance. The tire has a tread with specific width ratios between the shoulder, middle, and crown land portions. The shoulder land portions have wider widths relative to the middle and crown land portions. This uneven width distribution reduces uneven ground contact pressure and improves grip. It also prevents pitch sounds from overlapping and improves noise. The tire also has sipes arranged optimally in the crown land portion for performance balance.

Source

A tire with a tread pattern that improves wet performance while reducing noise compared to conventional tires. The tread has sipes in the middle regions instead of lug grooves, but chamfered surfaces extend further circumferentially than widthways. This provides more edge contact for grip, longer chamfered edges for drainage, and shorter chamfered edges for noise reduction. The different length chamfered edges balance wet traction and noise suppression.

Source

Statistical copolymers containing vinylbenzocyclobutane (VBCB) monomer units for improved crosslinking in rubber compositions like tire treads. The copolymers have a statistical distribution of conjugated diene and VBCB monomers along the chain. This improves crosslinking density and distribution when cured compared to copolymers without statistical distribution. The copolymers are made by anionic polymerization with an initiator and randomizing component. The VBCB monomer forms crosslinks with both itself and the polymer backbone. The statistical distribution disperses VBCB units throughout the chain versus clustering or alternating.

Source

High-strength adhesive for tire manufacturing that provides superior bonding between polyurethane tire treads and conventional rubber carcasses. The adhesive contains specific components like polyurethane prepolymer, plasticizer, silane coupling agent, filler, anti-aging agent, and nanometer oxide. This formulation enables strong and durable adhesion between the dissimilar rubber materials in composite tires. It improves tire integrity and longevity compared to conventional tire adhesives.

Source

A rubber compound for bonding aramid cords in aviation radial tires to improve adhesion and prevent delamination during aging. The compound contains natural rubber, styrene-butadiene rubber, a silane coupling agent, fatty acid, anti-aging agents, anti-scorch agent, and insoluble sulfur. The silane coupling agent improves bonding between the rubber and aramid fibers. The fatty acid and anti-aging agents enhance durability. The compound allows better adhesion of the aramid cords in the tire belt to prevent separation and delamination during thermal cycling.

Source

Producing a motor vehicle tire with improved bonding between textile cords and surrounding rubber to enhance tire durability. The method involves dipping the cords in a bath containing polyisocyanates to activate the bonding, instead of using resorcinol-formaldehyde dips. The cords are then coated with a rubber compound containing specific rubber types and carbon blacks. This avoids toxic and environmentally harmful resorcinol-formaldehyde dips while still providing adequate bonding.

Source

Rubber-steel cord composite for tire belts and carcasses with improved adhesion to steel cords. The rubber composition contains a specific vulcanizing agent, N, N-dibenzylbenzothiazole-2-sulfenamide, and a bismaleimide compound.

Source

Rubber-steel cord composite for tire reinforcement with improved adhesion properties without using cobalt compounds. It contains a rubber composition with specific ratios of sulfur, N, N-dibenzylbenzothiazole-2-sulfenamide (accelerator), hexamethylene bis-thiosulfate disodium salt dihydrate and 1,6-bis(N, N-dibenzylthiocarbamoyldithio)hexane.

Source

Steel cords for reinforcing rubber products like tires have improved adhesion to rubber and better aging resistance compared to traditional cords. The steel filament has an unusual amount of iron at the top surface. The iron content is higher than 4 atomic percent in a thin 3 nm layer below the surface. The iron-rich layer enhances adhesion to rubber while retaining good properties. The cord can be made by drawing wire with increased surface roughness using diamond dies, and electrolytically coating with brass.

Source

All-steel radial tire with interrelated constant elongation of upper and lower treads to maintain tire performance balance after tread improvements. The tire has a stacked upper tread layer A and lower tread layer B. The key is having a specific ratio of 100% modulus stress between the upper and lower tread layers: (0.7-0.8):1. This prevents breaking the tire's overall performance when improving tread performance by matching adjacent tread properties.

Source

Sulfur-cross-linkable rubber mixture for bonding rubber to strength members like textile or metallic cords in tires, belts, and hoses. The mixture contains novolac resins and etherified melamine resins to replace resorcinol as adhesive promoters for improved adhesion. The novolac resins are produced from a phenolic compound, aldehyde, and carbamate resin. The mixture also contains rubber, carbon black, silica, plasticizers, stabilizers, vulcanization activators, accelerators, and sulfur.

Source

A pneumatic tire design that enables improved adhesion between a hydrogenated copolymer rubber and a diene rubber in a tire while maintaining the wear resistance of the hydrogenated rubber. The tire includes a rubber member A containing a hydrogenated copolymer, sulfur, and a triazine-thiol compound. Rubber member B contains sulfur and a diene rubber. The hydrogenated copolymer has a high molecular weight and high hydrogenation level. The triazine-thiol compound provides adhesion between the copolymer and diene rubber.

Source