A low-noise tire and a manufacturing method thereof

Abstract

The present invention discloses a low-noise tire and a manufacturing method thereof, belonging to the field of tires. A low-noise tire includes a noise reduction layer, several of which are disposed on the outer surface of an airtight layer and spaced apart along the circumference of the tire. The noise reduction layer includes a plurality of noise reduction components, which are spaced apart along the axial direction of the tire and defined as having lower ends. The noise reduction components in two adjacent noise reduction layers are arranged in an alternating pattern. The present invention solves the technical problems of existing low-noise tires, such as complex manufacturing processes and poor noise reduction effects, and has the advantages of simple manufacturing processes and excellent noise reduction effects.

Description

Technical Field

[0001] The invention belongs to the field of tires, and in particular relates to a low-noise tire and a manufacturing method thereof. Background Art

[0002] Currently, electric vehicle sales and penetration rates are increasing year by year in the domestic auto market, demonstrating a promising market outlook. Since electric vehicles inherently produce relatively low noise levels during driving, tires are also in urgent need of making as little noise as possible.

[0003] The existing method of reducing tire noise usually adopts the process of applying silent cotton on the outer surface of the tire airtight layer to achieve the purpose of reducing noise. However, this type of tire requires the use of special capsules for vulcanization, and in order to ensure the firmness of the application, the area where the silent cotton is applied needs to be laser polished before applying the silent cotton. Therefore, this type of low-noise tire with silent cotton application is not only complicated in process, high in cost, low in production efficiency, and poor in noise reduction effect, but also may suffer from the phenomenon of falling off due to loose application of the silent cotton.

[0004] Therefore, existing low-noise tires have technical problems such as complex process, high cost, low production efficiency and poor noise reduction effect. Summary of the Invention

[0005] The details of one or more embodiments of the invention are set forth in the following drawings and description to make other features, objects, and advantages of the application more readily apparent.

[0006] The present invention provides a low-noise tire and a manufacturing method thereof, which solves the technical problems of the existing low-noise tires having complex processes and poor noise reduction effects, and has the characteristics of simple processes and good noise reduction effects.

[0007] On one hand, the present invention discloses a low-noise tire, comprising a noise reduction layer, wherein several of the noise reduction layers are arranged on the outer surface of an airtight layer, and the several noise reduction layers are arranged at intervals along the circumference of the tire; the noise reduction layer comprises a plurality of noise reduction components, and the plurality of noise reduction components are arranged at intervals along the axial direction of the tire and are defined as a structure in which the two ends of the noise reduction layer are low; wherein the noise reduction components in two adjacent noise reduction layers are arranged in an alternating manner.

[0008] In some embodiments, the axial distance between the two ends of the noise reduction layer and the end point of the adjacent shoulder is L, where L = 5 mm to 20 mm.

[0009] In some embodiments, the noise reduction layer includes a first noise reduction layer and / or a second noise reduction layer; the first noise reduction layer includes a first noise reduction member, a second noise reduction member, a third noise reduction member, a third noise reduction member, a second noise reduction member and a first noise reduction member arranged in sequence from left to right along the axial direction of the tire; the second noise reduction layer includes the first noise reduction member, the third noise reduction member, the second noise reduction member, the third noise reduction member and the first noise reduction member arranged in sequence from left to right along the axial direction of the tire; wherein the heights of the first noise reduction member, the second noise reduction member and the third noise reduction member increase sequentially.

[0010] In some embodiments, the first noise reducer, the second noise reducer and the third noise reducer are cone-shaped, and the bottom circles of the first noise reducer, the second noise reducer and the third noise reducer are engaged with the airtight layer. The bottom circle diameter of the first noise reducer is d1, the bottom circle diameter of the second noise reducer is d2, and the bottom circle diameter of the third noise reducer is d3, and the following formula is satisfied: 5mm≤d1<d2<d3≤(TDW-2L) / (2n-1), wherein TDW is the running surface width of the tire, and n is the number of the noise reducers in the axial direction of the tire.

[0011] In some embodiments, the height of the first noise reduction component is h1=2tan 60° / d1, the height of the second noise reduction component is h2=2tan 60° / d2, the height of the third noise reduction component is h3=2tan 60° / d3, and h1<h2<h3, the height difference between the first noise reduction component and the second noise reduction component is h2-h1=1mm~4mm, and the height difference between the second noise reduction component and the third noise reduction component is h3-h2=1mm~4mm.

[0012] In some embodiments, along the axial direction of the tire, the distance between two adjacent noise reduction members is 5 mm to 30 mm, and along the circumferential direction of the tire, the distance between two adjacent noise reduction layers is 5 mm to 500 mm.

[0013] On the other hand, the present invention discloses a method for manufacturing a low-noise tire, including the preparation of a semi-finished noise reduction layer: mixing and extruding a rubber material to form the semi-finished noise reduction layer; laminating the semi-finished noise reduction layer: cutting the semi-finished noise reduction layer, overlapping the two ends of the cut semi-finished noise reduction layer, and completing the laminating of the semi-finished noise reduction layer; forming the noise reduction layer: placing a green tire with the semi-finished noise reduction layer in a vulcanizing bladder for vulcanization, and forming the noise reduction layer on the outer surface of the airtight layer after vulcanization.

[0014] In some embodiments, when preparing the noise reduction layer semi-finished product, the linear speed of the extrusion equipment does not exceed 35m / min, the thickness of the noise reduction layer semi-finished product is 0.5mm~5mm, and the width of the noise reduction layer semi-finished product is smaller than the width of the airtight layer semi-finished product.

[0015] In some embodiments, when the noise reduction layer semi-finished product is attached, the cutting angle α of the noise reduction layer semi-finished product is 40° to 50°, and the overlap amount at both ends of the noise reduction layer semi-finished product is 0.5 mm to 1 mm.

[0016] In some embodiments, when forming the noise reduction layer, the vulcanization temperature is 145° C. to 165° C., and the vulcanization bladder is provided with a recessed portion corresponding to the noise reduction layer.

[0017] Compared with the prior art, the present invention has the following beneficial effects:

[0018] 1. The present invention provides a noise reduction layer on the outer surface of the airtight layer of the tire, which can effectively reduce the noise of the tire. The noise reduction layer can be used as a component of the tire and integrally formed together with the tire after vulcanization. Compared with existing low-noise tires, there is no need to add an additional process of applying silent cotton. It has the characteristics of simple process, low cost, high production efficiency and good noise reduction effect. The present invention arranges a plurality of noise reduction layers at intervals along the circumference of the tire. Each noise reduction layer includes a plurality of noise reduction parts. The plurality of noise reduction parts are arranged at intervals along the axial direction of the tire and are limited to a structure with low ends of the noise reduction layer. This arrangement and structure can better disrupt the propagation frequency of the air inside the tire, avoid resonance between the noise reduction layer itself or the noise reduction layer and the tire, and help to further reduce the noise of the tire.

[0019] 2. The present invention discloses a low-noise tire. In order to effectively avoid excessive heat generation at the crown shoulder of the tire, reduce the durability of the tire, and further improve the noise reduction effect of the tire, the axial distance L between the two ends of the noise reduction layer designed by the present invention and the adjacent shoulder end points is 5mm to 20mm.

[0020] 3. The present invention designs the noise reduction components into cones of three different sizes. Compared with the cylindrical or cubic design, the conical design makes the cavity volume of the noise reduction layer in the concave part of the vulcanizing bladder smaller, easy to exhaust, and less likely to have glue shortage. Compared with the cone design with a polygonal bottom, the overall roundness of the noise reduction layer after vulcanization is better, which better guarantees the appearance quality of the tire. The different diameters and heights of the bottom circles of the three noise reduction components can further improve the noise reduction effect of the tire.

[0021] 4. Another aspect of the present invention discloses a method for manufacturing a low-noise tire. When preparing the semi-finished noise reduction layer, the thickness of the semi-finished noise reduction layer is 0.5 mm to 5 mm, which can ensure that a sufficient amount of rubber enters the recessed part of the vulcanization bladder, and can also ensure that the noise reduction layer has a full shape after vulcanization, avoid the occurrence of rubber deficiency, and ensure the overall appearance quality of the tire.

[0022] 5. When cutting the semi-finished product of the noise reduction layer, the present invention ensures that the cutting angle α is 40°~50°, which can avoid the overlapping area being too small during the overlapping process due to the angle being too small, thereby causing the overlapping parts to be easy to crack during the tire molding and inflation, and can also avoid the overlapping area being too small due to the angle being too large, resulting in too little rubber material at both ends of the semi-finished product of the noise reduction layer and low overall strength, thereby causing the overlapping parts to be easy to crack during the tire molding and inflation. The overlap amount is 0.5mm~1mm, which can effectively avoid the cracking phenomenon of the overlapping parts and ensure the uniformity and dynamic balance of the tire.

[0023] 6. When manufacturing low-noise tires, the present invention sets the vulcanization temperature to 145°C to 165°C, which can ensure the appearance quality of the vulcanized tire and effectively avoid under-vulcanization caused by too low a temperature and over-vulcanization caused by too high a temperature. A recessed portion corresponding to the noise reduction layer is provided on the surface of the vulcanization bladder, so that the rubber material of the noise reduction layer semi-finished product flows into the recessed portion during vulcanization to finally form the noise reduction layer. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0025] Figure 1 A schematic diagram of the outline of a low-noise tire provided by an embodiment of the present invention;

[0026] Figure 2 A schematic diagram of a structure in which the first noise reduction layer and the second noise reduction layer are alternately arranged in the circumferential direction of the tire according to an embodiment of the present invention;

[0027] Figure 3 A schematic diagram of the arrangement structure of the first noise reduction layer provided in an embodiment of the present invention;

[0028] Figure 4 A schematic diagram of the arrangement structure of the second noise reduction layer provided in an embodiment of the present invention;

[0029] Figure 5 A schematic structural diagram of a semi-finished noise reduction layer provided in an embodiment of the present invention;

[0030] Figure 6 A schematic structural diagram of a semi-finished noise reduction layer and a semi-finished airtight layer provided in an embodiment of the present invention;

[0031] Figure 7 A schematic structural diagram of the cutting of a semi-finished product of a noise reduction layer provided in an embodiment of the present invention;

[0032] Figure 8 Schematic diagram of heat generation FEA finite element analysis when the axial distance between the two ends of the noise reduction layer provided by an embodiment of the present invention and the adjacent shoulder end points is L=5mm and L=4mm respectively;

[0033] Figure 9 A force distribution curve of the crown portion of a 235 / 45R18 low-noise tire provided by an embodiment of the present invention, under conditions of 210 kPa and 80% of the maximum load, in the axial direction of the tire;

[0034] Figure 10 The pressure distribution curve of the crown portion of the 235 / 45R18 low-noise tire provided by an embodiment of the present invention in the circumferential direction of the tire under the conditions of 210 kPa and 80% of the maximum load;

[0035] In the above figures: airtight layer 1; noise reduction layer 2; first noise reduction layer 21; second noise reduction layer 22; first noise reduction component 201; second noise reduction component 202; third noise reduction component 203; noise reduction layer semi-finished product 3; airtight layer semi-finished product 4. DETAILED DESCRIPTION

[0036] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is described and illustrated below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention. Based on the embodiments provided by the present invention, all other embodiments obtained by those of ordinary skill in the art without creative work are within the scope of protection of the present invention.

[0037] Obviously, the drawings described below are merely examples or embodiments of the present invention. Those skilled in the art can apply the present invention to other similar scenarios based on these drawings without inventive effort. Furthermore, it is understood that while the effort involved in such a development process may be complex and lengthy, for those skilled in the art related to the disclosure of the present invention, any design, manufacturing, or production changes based on the technical content disclosed in the present invention are merely conventional technical means and should not be construed as an inadequacy of the disclosure of the present invention.

[0038] References to "embodiments" in this disclosure mean that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the disclosure. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described in this disclosure may be combined with other embodiments, unless there is a conflict.

[0039] Unless otherwise defined, technical or scientific terms used in the present invention shall have the ordinary meaning as understood by a person of ordinary skill in the art to which the invention pertains. As used in the present invention, the terms "a," "an," "a kind of," "the," and similar expressions do not limit the number and may refer to the singular or plural. The terms "comprise," "include," "have," and any variations thereof, as used in the present invention, are intended to cover non-exclusive inclusions; for example, a process, method, system, product, or device comprising a series of steps or modules (units) is not limited to the listed steps or units but may also include steps or units not listed, or may include other steps or units inherent to the process, method, product, or device. As used in the present invention, the terms "connect," "connected," "coupled," and similar expressions are not limited to physical or mechanical connections but may include electrical connections, whether direct or indirect. As used in the present invention, "plurality" means two or more. "And / or" describes an association relationship between associated objects, indicating that three relationships may exist. For example, "A and / or B" may mean: A exists alone, A and B exist simultaneously, or B exists alone. The character " / " generally indicates that the objects in the preceding and following relationship are in an "or" relationship. The terms "first", "second", "third", etc. involved in the present invention are only used to distinguish similar objects and do not represent a specific ordering of the objects.

[0040] The embodiment of the present invention provides a low noise tire, referring to Figure 1As shown, the low-noise tire includes a noise reduction layer 2, and several noise reduction layers 2 are arranged on the outer surface of the airtight layer 1, and the several noise reduction layers 2 are arranged at intervals along the circumference of the tire; the noise reduction layer 2 includes a plurality of noise reduction components, and the plurality of noise reduction components are arranged at intervals along the axial direction of the tire and are limited to a structure with low ends of the noise reduction layer 2; wherein, the noise reduction components in two adjacent noise reduction layers 2 are arranged in an alternating manner. The present invention provides a noise reduction layer 2 on the outer surface of the airtight layer 1 of the tire, and the noise reduction layer 2 can effectively reduce the noise of the tire. The noise reduction layer 2 can be used as a component of the tire and then integrally formed with the tire after vulcanization. Compared with the existing low-noise tires, there is no need to add an additional process of applying silent cotton. It has the characteristics of simple process, low cost, high production efficiency and good noise reduction effect. The present invention arranges several noise reduction layers 2 at intervals along the circumference of the tire, and each noise reduction layer 2 includes multiple noise reduction parts. The multiple noise reduction parts are arranged at intervals along the axial direction of the tire and are limited to a structure with low ends of the noise reduction layer 2. This arrangement and structure can better disrupt the propagation frequency of the air inside the tire, avoid resonance between the noise reduction layer 2 itself or the noise reduction layer 2 and the tire, and is conducive to further reducing the noise of the tire.

[0041] In some embodiments, the applicant of the present invention conducted relevant performance tests on the low-noise tire embodiment of the present invention, the current example of ordinary tires, and the comparative example of silent cotton tires, see Table 1 (the smaller the value, the better the performance):

[0042] Table 1

[0043]

[0044] As can be seen from Table 1, the low-noise tires in the embodiments of the present invention have a further improved noise effect compared to silent cotton tires, high production efficiency, low cost, and are more conducive to application in low-noise vehicles to meet customer needs.

[0045] In some embodiments, as Figure 9 and Figure 10 As shown in the analysis of a 235 / 45R18 low-noise tire, when the tire is loaded, the center of the crown experiences the greatest force and pressure. Air flow at this location is strong, increasing the overall strength of the noise reduction component there and reducing the likelihood of damage. During driving, the tire generates the most heat at the shoulder extremities; therefore, the present invention defines a low-profile structure for the noise reduction layer 2. This reduces the volume and heat generation at this location, improving tire durability.

[0046] Furthermore, the axial distance between the two ends of the noise reduction layer 2 and the adjacent shoulder end points is L, where L = 5mm to 20mm. The heat generation FEA finite element analysis is performed when L = 4mm and L = 5mm, as shown in the following example: Figure 8As shown, when L=4mm, the heat generation at the end point of the tire shoulder will increase, which will greatly reduce the durability of the tire; when the value of L is greater than 20mm, the width of the noise reduction layer 2 becomes smaller, thereby affecting the noise reduction effect of the noise reduction layer 2.

[0047] Furthermore, the noise reduction layer 2 includes a first noise reduction layer 21 and / or a second noise reduction layer 22; Figure 3 and Figure 4 As shown, the first noise reduction layer 21 includes, from left to right along the axial direction of the tire, a first noise reduction member 201, a second noise reduction member 202, a third noise reduction member 203, a third noise reduction member 203, a second noise reduction member 202, and a first noise reduction member 201; the second noise reduction layer 202 includes, from left to right along the axial direction of the tire, a first noise reduction member 201, a third noise reduction member 203, a second noise reduction member 202, a third noise reduction member 203, and a first noise reduction member 201.

[0048] In some embodiments, as Figure 2 As shown, as a specific embodiment of the present invention, the first noise reduction layer 21 and the second noise reduction layer 22 are alternately arranged along the circumference of the tire, which can further improve the noise reduction effect of the tire.

[0049] Furthermore, the first noise reducer 201, the second noise reducer 202 and the third noise reducer 203 are cone-shaped, and the bottom circles of the first noise reducer 201, the second noise reducer 202 and the third noise reducer 203 are engaged with the airtight layer 1. The bottom circle diameter of the first noise reducer 201 is d1, the bottom circle diameter of the second noise reducer 202 is d2, and the bottom circle diameter of the third noise reducer 203 is d3, and the following formula is satisfied: 5mm≤d1<d2<d3≤(TDW-2L) / (2n-1), where TDW is the running surface width of the tire, and n is the number of the noise reducers in the axial direction of the tire. In the present invention, the first noise reduction component 201, the second noise reduction component 202 and the third noise reduction component 203 are designed as a cone, and the circular bottom is connected to the airtight layer 1. When the tire is running, the crown of the tire is subjected to the greatest force. This conical design can effectively reduce the incidence of breakage of the noise reduction component during use; if the noise reduction component is designed as a cylinder or a cube, the cavity volume of the noise reduction layer in the recessed part of the vulcanization bladder is large, the gas is not easy to be discharged, and it is easy to cause glue deficiency; if the noise reduction component is designed as a cone with a polygonal bottom, during vulcanization, the rubber is not easy to enter the edge of the polygon, and it is easy to cause glue deficiency; and the present application adopts a cone with a circular bottom design, the cavity volume of the recessed part of the vulcanization bladder is relatively small and the overall surface is smoother. During vulcanization, the air in this part can be smoothly discharged through the extrusion of the rubber, thereby ensuring the overall appearance quality of the tire.

[0050] Furthermore, the height of the first noise reducer 201 is h1 = 2tan 60° / d1, the height of the second noise reducer 202 is h2 = 2tan 60° / d2, and the height of the third noise reducer 203 is h3 = 2tan 60° / d3, with h1 < h2 < h3. Designing the height of each noise reducer in this manner ensures that the cone as a whole forms an equilateral triangle. An equilateral triangle offers excellent stability, which helps improve the durability of the noise reducers. The height difference between the first noise reducer 201 and the second noise reducer 202 is h2 - h1 = 1 mm to 4 mm, and the height difference between the second noise reducer 202 and the third noise reducer 203 is h3 - h2 = 1 mm to 4 mm.

[0051] In some embodiments, if the three noise reduction components are designed to be highly consistent, the noise reduction layer 2 itself will produce the same or similar frequencies when the tire is in motion, causing the noise reduction layer 2 to resonate and increase noise. Furthermore, the air flow frequencies within different tire models vary. Even for the same tire model, the air flow frequencies within the tire vary under different loads, inflation pressures, driving speeds, and ambient temperatures. The tire itself produces a wide range of vibration frequencies. If the noise reduction components are highly consistent, the single vibration frequency produced by the noise reduction layer 2 is likely to resonate with the tire's own vibration frequency, increasing noise. Therefore, the low-noise tire designed in this application utilizes a first noise reduction layer 21 and a second noise reduction layer 22 that are alternately arranged along the tire's circumference. The three noise reduction components on the first and second noise reduction layers 21 and 22 are all of varying heights. This design can better disrupt the propagation frequencies of the air within the tire, preventing resonance between the noise reduction layer 2 itself or between the noise reduction layer 2 and the tire, thereby further reducing tire noise.

[0052] In some embodiments, the height difference between the first noise reducer 201 and the second noise reducer 202, as well as the height difference between the second noise reducer 202 and the third noise reducer 203, are designed to be between 1 mm and 4 mm. After testing, it is found that when the height difference is less than 1 mm or greater than 4 mm, it will affect the noise effect of the tire. Among them, in comparative example 1, the height difference between the first noise reducer 201 and the second noise reducer 202 and the third noise reducer 203 is less than 1 mm, and in comparative example 2, the height difference between the first noise reducer 201 and the second noise reducer 202 and the third noise reducer 203 is greater than 4 mm. In embodiment 1, the height difference between the first noise reducer 201 and the second noise reducer 202 and the third noise reducer 203 is 1 mm to 4 mm. Comparative example 1, comparative example 2 and the embodiment were respectively tested for noise effect, and the test results are shown in Table 2 (the smaller the value, the better the noise effect).

[0053] Table 2

[0054] project Comparative Example 1 Comparative Example 2 Example 1 Noise Effect 104～106 105～108 100～103

[0055] Furthermore, the spacing between adjacent noise reduction components along the tire's axial direction is 5mm to 30mm, and the spacing between adjacent noise reduction layers along the tire's circumferential direction is 5mm to 500mm. Because the crown area of a tire undergoes significant deformation during driving, the present invention designs the spacing between adjacent noise reduction components to be greater than 5mm. This effectively prevents collision and breakage between adjacent noise reduction components during driving due to excessively large components or insufficient spacing.

[0056] In some embodiments, along the axial direction of the tire, the distance between two adjacent noise reduction members may be equal or unequal, and along the circumferential direction of the tire, the distance between two adjacent noise reduction layers may be equal or unequal.

[0057] In some embodiments, the spacing between two adjacent noise reduction components is designed to be 5mm to 30mm along the axial direction of the tire, and the spacing between two adjacent noise reduction layers 2 is designed to be 5mm to 500mm along the circumferential direction of the tire. When one of the spacings is too large, the noise effect of the tire will be affected. In comparative example 3, the spacing between two adjacent noise reduction components is greater than 30mm along the axial direction of the tire, and the spacing between two adjacent noise reduction layers 2 is 5mm to 500mm along the circumferential direction of the tire. In comparative example 4, the spacing between two adjacent noise reduction components is designed to be 5mm to 30mm along the axial direction of the tire, and the spacing between two adjacent noise reduction layers 2 is greater than 500mm along the circumferential direction of the tire. In embodiment 2, the spacing between two adjacent noise reduction components is designed to be 5mm to 30mm along the axial direction of the tire, and the spacing between two adjacent noise reduction layers 2 is 5mm to 500mm along the circumferential direction of the tire. Noise effect tests were conducted on comparative example 1, comparative example 2 and the embodiment, and the test results are shown in Table 3 (the smaller the value, the better the noise effect).

[0058] Table 3

[0059] project Comparative Example 3 Comparative Example 4 Example 2 Noise Effect 106～108 105～107 100～102

[0060] On the other hand, an embodiment of the present invention provides a method for manufacturing a low-noise tire, including the preparation of a noise reduction layer semi-finished product 3: placing a rubber material in an extrusion device and extruding the noise reduction layer semi-finished product 3 through the extrusion device; bonding the noise reduction layer semi-finished product 3: bonding the noise reduction layer semi-finished product 3 to a forming drum, cutting the noise reduction layer semi-finished product 3 through a cutting device, rotating the forming drum to overlap the two ends of the noise reduction layer semi-finished product 3, and completing the bonding of the noise reduction layer semi-finished product 3; forming the noise reduction layer 2: placing the green tire with the noise reduction layer semi-finished product 3 in a vulcanizing capsule for vulcanization, and forming the noise reduction layer 2 on the outer surface of the airtight layer 1 after vulcanization.

[0061] In some embodiments, as Figure 5 As shown, the noise reduction layer semi-finished product 3 can be extruded separately by an extrusion device, such as Figure 6 As shown, the noise reduction layer semi-finished product 3 can also be extruded together with the airtight layer semi-finished product 4 through an extrusion device.

[0062] Furthermore, when preparing the noise reduction layer semi-finished product 3, the linear speed of the extrusion equipment does not exceed 35m / min, the thickness of the noise reduction layer semi-finished product 3 is 0.5mm-5mm, and the width of the noise reduction layer semi-finished product 3 is smaller than the width of the airtight layer semi-finished product 4. When extruding the noise reduction layer semi-finished product 3, the present invention controls the extrusion speed to not exceed 35m / min, which can ensure the extruded shape and thickness of the noise reduction layer semi-finished product 3. The thickness of the noise reduction layer semi-finished product 3 is designed to be 0.5mm-5mm, which can ensure that during vulcanization, a sufficient amount of rubber enters the concave part of the vulcanization bladder, ensuring the full shape of the noise reduction layer 2 and avoiding the occurrence of rubber deficiency. If the thickness of the noise reduction layer semi-finished product 3 is less than 0.5mm, the extrusion equipment cannot ensure the stability of the size and the surface of the noise reduction layer semi-finished product 3 may be folded after extrusion. If the thickness of the noise reduction layer semi-finished product 3 is greater than 5mm, it exceeds the function of the extrusion equipment and cannot be extruded.

[0063] Furthermore, when laminating the noise reduction layer semi-finished product 3, the cutting angle α of the noise reduction layer semi-finished product 3 is 40° to 50°, and the overlap amount at both ends of the noise reduction layer semi-finished product 3 is 0.5mm to 1mm. In the present invention, when overlapping the two ends of the noise reduction layer semi-finished product 3, the overlap amount is 0.5mm to 1.0mm, which can effectively avoid cracking at the overlapped part and ensure the uniformity and dynamic balance of the tire. If the overlap amount is less than 0.5mm, the overlapped part is prone to cracking when the tire is formed and inflated. If the overlap amount is greater than 1.0mm, more rubber will accumulate at the overlapped part, affecting the uniformity and dynamic balance of the tire. When cutting the noise reduction layer semi-finished product 3, the present invention, such as Figure 7 As shown, the cutting angle α is ensured to be 40° to 50°. If the cutting angle α is less than 40°, the overlap area will be small, and the overlap portion will be prone to cracking during molding and inflation. If the cutting angle α is greater than 50°, the volume of the rubber material at both ends of the noise reduction layer semi-finished product 3 will be reduced, the overall strength will be reduced, and the overlap portion will be prone to cracking during tire molding and inflation.

[0064] Furthermore, when forming the noise reduction layer 2, the vulcanization temperature is 145°C to 165°C, and the vulcanization bladder is provided with a recessed portion corresponding to the noise reduction layer 2. In the present invention, when manufacturing low-noise tires, the vulcanization temperature is designed to be 145°C to 165°C, which can ensure the appearance quality of the vulcanized tire and effectively avoid under-vulcanization caused by too low a temperature and over-vulcanization caused by too high a temperature. The surface of the vulcanization bladder is provided with a recessed portion corresponding to the noise reduction layer 2, so that during vulcanization, the rubber material of the noise reduction layer semi-finished product 3 flows into this recessed portion, ultimately forming the noise reduction layer 2.

[0065] The technical features of the above-mentioned embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0066] The above-described embodiments merely illustrate several implementations of the present invention, and while their descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent. It should be noted that a person skilled in the art would be able to make numerous variations and improvements without departing from the spirit of the present invention, all of which fall within the scope of protection of the present invention. Therefore, the scope of protection of the patent for this invention shall be determined by the appended claims.

Claims

1. A low-noise tire, characterized in that: The tire comprises a plurality of noise reduction layers, wherein the plurality of noise reduction layers are arranged on the outer surface of the airtight layer and are spaced apart along the circumference of the tire; The noise reduction layer includes a plurality of noise reduction members, which are arranged at intervals along the axial direction of the tire and are defined as a structure with lower ends of the noise reduction layer; Wherein, the noise reduction elements in two adjacent noise reduction layers are arranged in a staggered manner; The noise reduction layer includes a first noise reduction layer and a second noise reduction layer; The first noise reduction layer includes a first noise reduction member, a second noise reduction member, a third noise reduction member, a third noise reduction member, a second noise reduction member, and a first noise reduction member arranged in sequence from left to right along the axial direction of the tire; The second noise reduction layer includes the first noise reduction member, the third noise reduction member, the second noise reduction member, the third noise reduction member, and the first noise reduction member, which are sequentially arranged from left to right along the axial direction of the tire; Wherein, the heights of the first noise reduction member, the second noise reduction member and the third noise reduction member increase in sequence; A height difference between the first noise reduction member and the second noise reduction member is h2-h1=1 mm to 4 mm, and a height difference between the second noise reduction member and the third noise reduction member is h3-h2=1 mm to 4 mm.

2. The low noise tire according to claim 1, characterized in that: The axial distances between the two ends of the noise reduction layer and the end points of the adjacent tire shoulders are both L, where L = 5 mm to 20 mm.

3. The low noise tire according to claim 2, characterized in that: The first noise reduction member, the second noise reduction member, and the third noise reduction member are conical, and the bottom circles of the first noise reduction member, the second noise reduction member, and the third noise reduction member are engaged with the airtight layer. The bottom circle diameter of the first noise reduction member is d1, the bottom circle diameter of the second noise reduction member is d2, and the bottom circle diameter of the third noise reduction member is d3, and they satisfy the following formula: 5 mm≤d1<d2<d3≤(TDW-2L) / (2n-1), Wherein, TDW is the running surface width of the tire, and n is the number of the noise reduction components in the axial direction of the tire.

4. The low noise tire according to claim 3, characterized in that: The height of the first noise reduction member is , the height of the second noise reduction member is , the height of the third noise reduction member is , and h1<h2<h3.

5. The low noise tire according to claim 1, characterized in that: Along the axial direction of the tire, the distance between two adjacent noise reduction members is 5 mm to 30 mm, and along the circumferential direction of the tire, the distance between two adjacent noise reduction layers is 5 mm to 500 mm.

6. The method for manufacturing a low noise tire according to any one of claims 1 to 5, characterized in that: The steps include: Preparation of the noise reduction layer semi-finished product: mixing and extruding the rubber materials to form the noise reduction layer semi-finished product; Laminating the noise reduction layer semi-finished product: cutting the noise reduction layer semi-finished product, overlapping the two ends of the cut noise reduction layer semi-finished product, and completing the laminating of the noise reduction layer semi-finished product; The noise reduction layer is formed by placing the green tire with the semi-finished product of the noise reduction layer in a vulcanizing bladder for vulcanization, and forming the noise reduction layer on the outer surface of the airtight layer after the vulcanization is completed.

7. The low noise tire according to claim 6, characterized in that: When preparing the noise reduction layer semi-finished product, the extrusion speed does not exceed 35 m / min, the thickness of the noise reduction layer semi-finished product is 0.5 mm to 5 mm, and the width of the noise reduction layer semi-finished product is smaller than the width of the airtight layer semi-finished product.

8. The low noise tire according to claim 6, characterized in that: When the noise reduction layer semi-finished product is attached, the cutting angle α of the noise reduction layer semi-finished product is 40° to 50°, and the overlap amount at both ends of the noise reduction layer semi-finished product is 0.5 mm to 1 mm.

9. The low noise tire according to claim 6, characterized in that: When forming the noise reduction layer, the vulcanization temperature is 145° C. to 165° C., and the vulcanization bladder is provided with a recessed portion corresponding to the noise reduction layer.

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