Tread Bonding Enhancement for Tire Manufacturing

Non-inflatable rubber wheel that doesn't require air pressure for vehicle mobility. The wheel has a metal rim with raised protrusions, a bonding adhesive layer, and a tread rubber component. The metal rim is plated with copper-zinc. The adhesive layer is made of natural rubber, epoxidized natural rubber, styrene-vinyl styrene-butadiene rubber, carbon black, silica, silane, resorcinol formaldehyde resin, tackifying resin, cobalt salt, antioxidant, accelerator, insoluble sulfur, and hexamethoxymethyl amine. Vulcanizing the wheel forms an integral composite part. The raised protrusions on the rim increase contact area with the adhesive, and the copper-zinc plating provides chemical bonding. The adhesive layer

Source

Rubber composition for adhering metals, a rubber-metal composite material, and a tire using the same. The composition includes an oxide of a metal (excluding Al) having an ionization tendency between Mn and Mg to 100 parts by mass of diene rubber containing 80 parts by mass or more of natural rubber and/or synthetic isoprene rubber.

Source

Rubber composition for adhering metals, a rubber-metal composite material, and a tire using the same. The composition includes a diene rubber, a specific plate metal oxide in a specific amount, and a tire using the same.

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

Method to improve adhesion between the support structure and tread in non-pneumatic tires without using specialized resins. The method involves modifying the outer surface of the support structure in the radial direction to have wetting tension of 40-60 mN/m. This is achieved by surface treatments like corona or plasma treatment. Then a vulcanizing adhesive is applied to the modified surface and vulcanized to bond the support and tread. This ensures good adhesion without requiring resins with specific chemical structures or properties in the support structure.

Source

A method to manufacture non-pneumatic tires with improved adhesion between the support structure and tread without using resin-containing support structures. The method involves sequentially applying a first adhesive with higher affinity for the resin and a second vulcanizing adhesive to the support structure. This improves compatibility between the adhesives and the resin. The vulcanization bonds the support structure and tread to ensure adhesion without needing a resin-containing support.

Source

Polybenzoxazine adhesive for bonding metal to rubber that has improved thermal and chemical stability compared to conventional adhesives. The adhesive is made from a thermosetting polymer derived from benzoxazine monomers containing sulfide groups. The polymer can coat metal surfaces and bond to rubber for metal/rubber composites like vehicle tires. The adhesive has the same initial adhesion as conventional rubber/metal adhesives but with improved long-term performance due to its chemical stability.

Source

Tread rubber composition for high fatigue performance tires that improves tire durability by reducing cracking and wear over time. The rubber composition contains specific amounts of natural rubber, polybutadiene, filler, vulcanizing agents, activators, antioxidants, tear-resistant resins, and anti-fatigue agents. The rubber composition has a high content of syndiotactic 1,2-polybutadiene, which improves fatigue resistance. It also uses a fatigue agent to passivate crack growth and control microstructure factors like crosslink density and bond type distribution during vulcanization.

Source

Tire design that reduces rolling resistance while ensuring wear resistance in limit run. The tire has a thin tread with reduced thickness in the shoulder region. To prevent separation of the thinner cap layer from the carcass in the shoulder, fixation layers are added between the cap layer and carcass. The fixation layers have higher adhesion than the cap layer to securely join the cap, base, and carcass. This prevents exposure of the more brittle base layer in the shoulder when contacting the road in limit run. The cap layer loss tangent is lower than the base layer to reduce rolling resistance.

Source

Tire design with improved durability and rolling resistance for heavy-duty applications like trucks and trailers. The tire has a radial carcass reinforcement covered by a crown reinforcement with circumferential reinforcing elements. The crown tread surface layer has low thermal conductivity polymer compound with diene elastomer matrix and inorganic fillers. This reduces heat buildup. The low thermal conductivity tread prevents excessive temperature rise in the tread from dissipating heat. The circumferential reinforcing elements compensate for this by limiting compression of the carcass reinforcement. This avoids fatigue of the carcass reinforcement. The circumferential reinforcing elements can be metal strips or cut metal sections. The low thermal conductivity tread and circumferential reinforcement improve tire durability without compromising rolling resistance.

Source

Cord for reinforcing elastomers like rubber that has better adhesion to elastomers compared to conventional steel cords. The cord is made by twisting together metallic filaments with resin filaments. An inorganic filler is added to the resin filaments which improves adhesion to rubber during vulcanization.

Source

Tire with tread sipes for improved traction on wet and icy surfaces. The sipes have a unique shape with rounded corners at the bottom and sharp corners at the top. This shape allows the sipes to lock together when flexed, providing a better grip. A specific method of manufacturing a lamella plate to create the sipes with rounded and sharp corners is also disclosed. The plate is made from metal and material is added or removed to shape the corners. This design and manufacturing method improves tire performance and reduces manufacturing costs.

Source