Noise-reducing tire

Abstract

A noise-reducing tire (1), comprising: a tire body (10) having a hollow space (11) for accommodating a vehicle wheel rim; a tire-ground contact surface (20) located on the outside of the tire body (10); a tire inner surface (30) located inside the tire body (10) opposite to the tire-ground contact surface (20), the tire inner surface (30) comprising an inner top wall (31) and two inner side walls (32) located on two sides of the inner top wall (31); and a noise-reducing layer (40), which is an elongated strip-shaped structure or a ring-shaped structure laid on the inner top wall (31) of the tire inner surface (30), the noise-reducing layer (40) being an integrally formed non-foamed member or an integrally formed foamed member which is formed by solidification molding of a fluid-like PU material (40a) and has a uniform thickness or nonuniform thickness. The problems in the existing technology of complex manufacturing processes and insufficiently tight attachment of noise-reducing structures can be effectively solved, so as to help reduce production costs of the manufacturing end.

Description

Noise-reducing tires Technical Field

[0001] The present invention relates to a tire, and in particular to a noise-reducing tire. Background Art

[0002] When a vehicle travels on the road, its tires in contact with the road produce various tire noises. Besides directly disturbing nearby residents, much of this noise can also be transmitted into the vehicle through components such as the suspension system, impacting the comfort of passengers. Excessive noise can also distract the driver. Furthermore, electric vehicles, whose market share is growing, lack engines, resulting in lower overall noise levels than traditional fuel-powered vehicles. The tires generally produce the most noise, leading to the issuance of tire noise regulations for electric vehicles in many countries around the world. For these reasons, technologies targeting tire noise reduction have emerged, such as those disclosed in U.S. Patents 11,446,888 B2, 10,315,468 B2, 10,259,271 B2, and 9,517,661 B2.

[0003] However, the above-mentioned prior arts all have shortcomings that need to be improved:

[0004] The prior art disclosed in U.S. Patent No. 11,446,888 B2 primarily employs a structure similar to an air cushion (noise reduction structure) adhered to the inner surface of the tire to achieve noise reduction. However, the air cushion design has the disadvantage of complicating the manufacturing process, hindering cost reduction on the manufacturing side.

[0005] The prior art disclosed in U.S. Patent No. 10,315,468 B2 primarily achieves noise reduction by adhering disconnected noise reduction strips (noise reduction structures) to the inner surface of the tire. However, the noise reduction strips do not completely cover the inner surface of the tire and are discontinuous, posing a risk of detachment and damage, which compromises the product's market competitiveness.

[0006] The prior art disclosed in U.S. Patent No. 10,259,271 B2 primarily utilizes patches to press a noise reduction structure onto the inner surface of a tire. However, the two different structures have the disadvantage of complicating the manufacturing process, hindering cost reduction at the manufacturing end.

[0007] The prior art disclosed in U.S. Patent No. 9,517,661 B2 primarily achieves noise reduction by adhering a noise reduction structure composed of polypropylene fibers, fibers, and mineral fillers to the inner surface of the tire. However, polypropylene materials are generally relatively hard, and the noise reduction structure is adhered in the form of fibers. This creates the risk of uneven adhesion and easy detachment, hindering the product's market competitiveness.

[0008] Therefore, a noise-reducing tire with a simplified manufacturing process and a tightly fitting noise-reducing structure is urgently desired by the relevant industries.

[0009] Summary of the Invention

[0010] The main purpose of the present invention is to provide a noise-reducing tire. The noise-reducing tire mainly comprises a noise-reducing layer laid on the inner top wall of the inner surface of the tire body. The noise-reducing layer is a one-piece non-foamed body or one-piece foamed body of uniform or uneven thickness solidified from a fluid PU material. The noise-reducing layer is a long strip-shaped structure or a ring-shaped structure, effectively solving the problems of complicated manufacturing processes and insufficiently tight adhesion of the noise-reducing structure in the prior art.

[0011] To achieve the above objectives, the present invention mainly provides a noise-reducing tire.

[0012] According to a first embodiment of the present invention, a noise reduction tire is provided, comprising a tire body, a tire contact patch, a tire inner surface, and a noise reduction layer; wherein the tire body has a hollow space for accommodating a wheel rim; wherein the tire contact patch is located outside the tire body; wherein the tire inner surface is located inside the tire body relative to the tire contact patch, and the tire inner surface comprises an inner top wall and two inner side walls located on both sides of the inner top wall; wherein the noise reduction layer is circumferentially laid on the inner top wall of the tire inner surface, and ... The layer is a one-piece non-foamed body or one-piece foamed body of uniform or uneven thickness solidified by a fluid PU material; wherein the manufacturing method of the noise reduction tire comprises the following steps: step S1: providing a tire driving device for driving a tire body to rotate upright with controllable timing or constant speed to form a tire upright rotation state; step S2: providing a fluid PU material pouring device, the fluid PU material pouring device is provided with a pouring head, the pouring head is used to be placed in a hollow space of the tire body to pass the pouring head A fluid PU material is poured downward onto an inner top wall of an inner surface of the tire inside the tire body; Step S3: Provide the tire body and make the tire body form the tire upright rotation state on the tire driving device; Step S4: Perform a fluid PU material pouring operation, which is to use the pouring head to pour the fluid PU material onto the inner top wall of the inner surface of the tire. When the pouring head pours and lays the fluid PU material on the inner top wall of the inner surface of the tire for at least one ring, the fluid PU material pouring operation is completed; Step S5: Perform a fluid The body PU material diffusion operation is to diffuse the area occupied by the fluid PU material on the inner top wall of the inner surface of the tire through the centrifugal force generated by the rotation of the tire body. When the fluid PU material is completely diffused, the fluid PU material diffusion operation is completed; and step S6: the fluid PU material is solidified on the inner top wall of the inner surface of the tire to form a noise reduction layer of an integrally molded non-foamed body or an integrally molded foamed body with uniform or uneven thickness, thereby completing a noise reduction tire, thereby helping to reduce production costs at the manufacturing end and increase the market competitiveness of the product.

[0013] According to a second embodiment of the present invention, a noise-reducing tire is provided, which includes a tire body, a tire contact patch, a tire inner surface, and a noise-reducing layer; wherein the tire body has a hollow space for accommodating a wheel rim; wherein the tire contact patch is located outside the tire body; wherein the tire inner surface is located inside the tire body relative to the tire contact patch, and the tire inner surface includes an inner top wall and two inner side walls located on both sides of the inner top wall; wherein the noise-reducing layer is a long strip-shaped structure, wherein the noise-reducing layer is closely adhered to the inner top wall of the tire inner surface by an adhesive unit, and the noise-reducing layer is a one-piece non-foamed body or a non-foamed body of uniform or uneven thickness solidified by a fluid-like PU material. The method for manufacturing a noise-reducing tire comprises the following steps: step S1: providing a long continuous noise-reducing belt, wherein the long continuous noise-reducing belt is an integrally formed non-foamed body or an integrally formed foamed body of uniform or uneven thickness solidified from a fluid PU material; step S2: providing a tire body; step S3: cutting the long continuous noise-reducing belt into a noise-reducing layer of a long strip-shaped structure according to the length of a loop of an inner top wall of an inner surface of the tire within the tire body; and step S4: closely adhering the noise-reducing layer to the inner top wall of the inner surface of the tire through an adhesive unit, thereby completing a noise-reducing tire, thereby helping to reduce production costs at the manufacturing end and increase the market competitiveness of the product.

[0014] According to a third embodiment of the present invention, a noise-reducing tire is provided, comprising a tire body, a tire contact patch, a tire inner surface, and a noise-reducing layer; wherein the tire body has a hollow space for accommodating a wheel rim; wherein the tire contact patch is located outside the tire body; wherein the tire inner surface is located inside the tire body relative to the tire contact patch, and the tire inner surface comprises an inner top wall and two inner side walls located on both sides of the inner top wall; wherein the noise-reducing layer is an annular structure, wherein the noise-reducing layer is closely adhered to the inner top wall of the tire inner surface by an adhesive unit, and the noise-reducing layer is solidified by a fluid-like PU material. The invention relates to a method for manufacturing a noise-reducing tire, wherein the method comprises the following steps: step S1: providing a noise-reducing layer as an annular structure, wherein the noise-reducing layer is an one-piece non-foamed body or an one-piece foamed body of uniform or uneven thickness solidified from a fluid PU material; step S2: providing a tire body; and step S3: adhering the noise-reducing layer to an inner top wall of an inner surface of the tire within the tire body in an annular manner through an adhesive unit, thereby completing a noise-reducing tire, thereby helping to reduce production costs at the manufacturing end and increase the market competitiveness of the product.

[0015] In an embodiment of the present invention, when the noise reduction layer is an integrally formed non-foamed body, the thickness of the noise reduction layer is 1 mm to 100 mm; wherein when the noise reduction layer is an integrally formed foamed body, the thickness of the noise reduction layer is 0.5 mm to 50 mm.

[0016] In an embodiment of the present invention, when the noise reduction layer is composed of a non-foamed body, the fluid PU material forming the noise reduction layer is further composed of a trifunctional polyether polyol, a copolymerized trifunctional polyether polyol, a bifunctional polyether polyol, an isocyanate, a filler, an anti-settling agent, a dehydrating agent, and a catalyst; and when the noise reduction layer is composed of a foamed body, the fluid PU material forming the noise reduction layer is further composed of a trifunctional polyether polyol, a copolymerized trifunctional polyether polyol, a bifunctional polyether polyol, an isocyanate, a filler, an anti-settling agent, a foaming agent, a dehydrating agent, and a catalyst.

[0017] In a further embodiment of the present invention, the fluid PU material forming the noise reduction layer is composed of 0.1wt% to 60wt% of trifunctional polyether polyol, 0.1wt% to 60wt% of copolymerized trifunctional polyether polyol, 0.1wt% to 50wt% of difunctional polyether polyol, 3 to 35wt% of isocyanate, 0.1wt% to 60wt% of filler, 0.1wt% to 5wt% of anti-settling agent, 0.1wt% to 1wt% of foaming agent, 0.1wt% to 3wt% of dehydrating agent and 0.1wt% to 2wt% of catalyst, and the sum of the above ingredients is 100wt%.

[0018] In a further embodiment of the present invention, the fluid PU material forming the noise reduction layer is composed of 8.8 wt% of trifunctional polyether polyol, 12 wt% of copolymerized trifunctional polyether polyol, 24 wt% of difunctional polyether polyol, 20 wt% of isocyanate, 32 wt% of filler, 0.8 wt% of anti-settling agent, 0.24 wt% of catalyst and 2.16 wt% of dehydrating agent, and the sum of the above ingredients is 100 wt%.

[0019] In an embodiment of the present invention, before step S2, the inner top wall of the inner surface of the tire in the tire body is further roughened to form a roughened surface on the inner top wall for increasing the bonding strength of the noise reduction layer to the inner top wall.

[0020] In the present invention, "wt%" means percentage by weight. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] FIG1 is a schematic plan view of a front cross section of a first embodiment of the present invention.

[0022] FIG2 is a perspective schematic diagram of FIG1 .

[0023] FIG3 is a perspective view of the tire body of the present invention in a state of upright rotation formed on a tire driving device.

[0024] FIG4 is a partially enlarged schematic side view of FIG3 .

[0025] FIG5 is a schematic plan view of a front cross section of a tire according to the present invention, showing a pouring process of a fluid PU material in an upright rotation state.

[0026] FIG6 is a schematic plan view of a front cross section of a diffused fluid-like PU material in an upright rotation state of the tire of the present invention.

[0027] FIG7 is a schematic plan view of a front cross section of the fluid PU material of the present invention solidified on the inner top wall of the inner surface of the tire.

[0028] FIG8 is a schematic plan view of a front cross section of a tire according to the present invention further provided with a leakage prevention device on the inner surface thereof.

[0029] FIG9 is a schematic plan view of a front cross section of the second and third embodiments of the present invention.

[0030] FIG10 is a perspective schematic diagram of a noise reduction layer obtained by cutting a long continuous noise reduction strip of the present invention into a long strip-shaped structure.

[0031] FIG. 11 is a partial front view exploded plan view of a noise reduction layer adhered to the inner top wall via an adhesive unit in the second embodiment of the present invention.

[0032] FIG. 12 is a perspective exploded schematic diagram showing the noise reduction layer adhered to the inner top wall via an adhesive unit in the third embodiment of the present invention.

[0033] FIG. 13 is a schematic exploded front cross-sectional view of a noise reduction layer adhered to the inner top wall via an adhesive unit in a third embodiment of the present invention.

[0034] Explanation of the accompanying numbers: 1-noise-reducing tire; 1a-tire upright rotation state; 10-tire body; 11-hollow space; 20-tire contact surface; 30-tire inner surface; 31-inner top wall; 32-inner side wall; 33-roughened surface; 40-noise-reducing layer; 40a-fluid PU material; 40b-long continuous noise-reducing belt; 2-tire driving device; 2a-roller group; 2b-control unit; 3-fluid PU material pouring device; 3a-pouring head; 3b-stirring container; 3c-first dose container; 3d-second dose container; 3e-control unit; 4-leakage prevention device. DETAILED DESCRIPTION

[0035] The structure and technical features of the present invention are described in detail below with reference to the accompanying drawings. The drawings are only used to illustrate the structural relationship and related functions of the present invention. Therefore, the sizes of the components in the drawings are not drawn according to the actual scale and are not intended to limit the present invention.

[0036] 1 and 9 , the present invention provides a noise reduction tire 1 . The noise reduction tire 1 includes a tire body 10 , a tire contact patch 20 , a tire inner surface 30 , and a noise reduction layer 40 .

[0037] The tire body 10 has a hollow space 11 for accommodating the wheel rim (as shown in FIG. 1 to FIG. 9 ).

[0038] The tire contact patch 20 is located outside the tire body 10 (as shown in FIG. 1 to FIG. 9 ).

[0039] The tire inner surface 30 is located inside the tire body 10 relative to the tire contact patch 20 and includes an inner top wall 31 and two inner side walls 32 located on both sides of the inner top wall 31 (as shown in FIG. 1 and FIG. 5 to FIG. 9 ).

[0040] The noise reduction layer 40 is a one-piece non-foamed body or one-piece foamed body of uniform or uneven thickness solidified by a fluid-like PU material 40a (as shown in FIG7 and FIG8 ); when the noise reduction layer 40 is an one-piece non-foamed body, the thickness of the noise reduction layer 40 is 1 mm to 100 mm but not limited; when the noise reduction layer 40 is an one-piece foamed body, the thickness of the noise reduction layer 40 is 0.5 mm to 50 mm but not limited; wherein the fluid-like PU material 40a is solidified by a fluid-like PU material 40a ... The temperature of 0a is at 150°C but not limited; the fluid PU material 40a is dried between 10°C and 80°C to form the noise reduction layer 40, but not limited; the time for the fluid PU material 40a to dry to form the noise reduction layer 40 is 30 minutes but not limited; the density of the noise reduction layer 40 is 300 to 2000 kg per cubic meter, but not limited; the noise reduction layer 40 is a soft body or a semi-hard body, but not limited; when the noise reduction layer 40 is a semi-hard body, the hardness of the noise reduction layer 40 is 15 to 98° Shore A, but not limited.

[0041] When the noise reduction layer 40 is composed of a non-foamed material, the fluid PU material 40a forming the noise reduction layer 40 is further composed of, but not limited to, tri-functional polyether polyol, graft tri-functional polyether polyol, di-functional polyether polyol, isocyanate, a filler, an anti-settling agent, a dehydrating agent, and a catalyst. When the noise reduction layer 40 is composed of a foamed material, the fluid PU material 40a forming the noise reduction layer 40 is further composed of, but not limited to, tri-functional polyether polyol, graft tri-functional polyether polyol, di-functional polyether polyol, isocyanate, a filler, an anti-settling agent, a foaming agent, a dehydrating agent, and a catalyst.

[0042] The dehydrating agent added during the formation of the noise reduction layer 40 is further present in an amount of 0.1 wt % to 10 wt %, but not limited thereto; wherein the filler comprises calcium carbonate, calcium silicate, calcium sulfate, barium sulfate, quartz powder, iron oxide, plastic powder, rubber powder, fiber powder, recycled fiber materials, or various inorganic materials; wherein the catalyst comprises various organic metal compounds or various amine compounds; wherein the dehydrating agent comprises molecular sieve, zeolite, monofunctional isocyanate, or a chemical substance that reacts with water; wherein the isocyanate comprises toluene diisocyanate, toluene diisocyanate hydride, toluene diisocyanate prepolymer, di-phenylmethylene diisocyanate, di-phenylmethylene diisocyanate hydride, di-phenylmethylene diisocyanate prepolymer, hexamethylisocyanate, Di-isocyanate), a prepolymer of hexamethyl isocyanate, isophorone diisocyanate (Iso-phorone Di-isocyanate) or a prepolymer of isophorone diisocyanate, but is not limited.

[0043] The fluid PU material 40a forming the noise reduction layer 40 is further composed of 0.1wt% to 60wt% of tri-functional polyether polyol, 0.1wt% to 60wt% of graft tri-functional polyether polyol, 0.1wt% to 50wt% of di-functional polyether polyol, 3 to 35wt% of isocyanate, 0.1wt% to 60wt% of filler, 0.1wt% to 5wt% of anti-settling agent, 0.1wt% to 1wt% of foaming agent, 0.1wt% to 3wt% of dehydrating agent and 0.1wt% to 2wt% of catalyst, the sum of the above components is 100wt%, but the above components are not limited thereto. The fluid PU material 40a forming the noise reduction layer 40 is further composed of 0.1wt% to 60wt% of tri-functional polyether polyol, 0.1wt% to 60wt% of graft tri-functional polyether polyol, 0.1wt% to 50wt% of di-functional polyether polyol, 3 to 35wt% of isocyanate, 0.1wt% to 60wt% of filler, 0.1wt% to 5wt% of anti-settling agent, 0.1wt% to 1wt% of foaming agent, 0.1wt% to 3wt% of dehydrating agent and 0.1wt% to 2wt% of catalyst, the sum of the above components is 100wt%. The present invention is composed of 8.8wt% of polyol, 12wt% of graft tri-functional polyether polyol, 24wt% of di-functional polyether polyol, 20wt% of isocyanate, 32wt% of filler, 0.8wt% of anti-settling agent, 0.24wt% of catalyst and 2.16wt% of dehydrating agent, and the sum of the above ingredients is 100wt%, but is not limited.

[0044] Due to the different configurations and manufacturing processes of the noise reduction layer 40 of the present invention, the noise reduction tire 1 of the present invention can include at least a first embodiment (as shown in FIG. 1 ), a second embodiment (as shown in FIG. 9 ), and a third embodiment (as shown in FIG. 9 ), but is not limited thereto. The tire body 10 , the tire contact surface 20 , and the tire inner surface 30 have substantially the same structural configurations or technical features in the first through third embodiments. Therefore, the differences between the noise reduction layer 40 in the first, second, and third embodiments of the present invention are described in detail below:

[0045] In the first embodiment of the present invention, the noise reduction layer 40 is laid in an annular manner on the inner top wall 31 of the tire inner surface 30, as shown in FIG2 . The manufacturing method of the noise reduction tire 1 (first embodiment) includes the following steps:

[0046] Step S1: A tire driving device 2 (as shown in Figures 3 and 4) is provided for driving (as shown in the direction of arrow B in Figures 3 and 4) a tire body 10 to rotate upright with a controllable timing or constant speed (as shown in the direction of arrow C in Figures 3 and 4) to form a tire upright rotation state 1a as shown in Figures 3 to 6; wherein the tire body 10 is able to remain upright stably due to its sufficient weight; wherein the tire driving device 2 further includes a roller assembly 2a and a control unit 2b but is not limited thereto (as shown in Figure 3), wherein the roller assembly 2a is driven by a driving wheel to drive the idler wheel to rotate, thereby driving the tire body 10 to rotate (as shown in the direction of arrow C in Figures 3 and 4), and the control unit 2b is capable of controlling the rotation time or rotation speed of the roller assembly 2a; wherein the cooperation between the roller assembly 2a and the control unit 2b is a common existing technology and will not be repeated here.

[0047] Step S2: Provide a fluid PU material pouring device 3 (as shown in Figure 3), the fluid PU material pouring device 3 is provided with a pouring head 3a, the pouring head 3a is used to be placed in a hollow space 11 of the tire body 10 (as shown in Figure 3), so as to pour a fluid PU material 40a downwardly (as shown in the direction of arrow A in Figures 3 to 6) onto an inner top wall 31 of an inner surface 30 of the tire inside the tire body 10 through the pouring head 3a (as shown in Figures 5 and 6); wherein the fluid PU material pouring device 3 further includes a stirring container 3b, a first dose container 3c, a second dose container 3d and a control unit 3e, but is not limited to (as shown in Figure 3), the stirring container 3b is used to accommodate the first dose provided by the first dose container 3c and the second dose provided by the second dose container 3d, and stir to form the fluid PU material 40a, and the control unit 3e is capable of controlling the pouring time, pouring speed or pouring amount of the pouring head 3a.

[0048] Step S3: providing the tire body 10 and placing the tire body 10 on the tire driving device 2 in the tire upright rotation state 1a (as shown in FIG. 3 and FIG. 4 ).

[0049] Step S4: Perform a fluid PU material pouring operation, which utilizes the pouring head 3a to pour the fluid PU material 40a onto the inner top wall 31 of the tire inner surface 30 (as shown in Figures 5 and 6). When the pouring head 3a pours and lays at least one ring of the fluid PU material 40a on the inner top wall 31 of the tire inner surface 30, the fluid PU material pouring operation is completed.

[0050] Step S5: Perform a fluid PU material diffusion operation, which is to diffuse the fluid PU material 40a on the inner top wall 31 of the inner surface 30 of the tire through the centrifugal force generated by the rotation of the tire body 10 (as shown in the direction of arrow D in Figure 6) The area occupied by the fluid PU material 40a (as shown in Figure 6). When the fluid PU material 40a is completely diffused, the fluid PU material diffusion operation is completed; wherein, when the fluid PU material 40a provides a larger amount of material or the centrifugal force generated by the rotation of the tire body 10 is larger, the fluid PU material 40a will further diffuse from the inner top wall 31 to the two inner side walls 32 on both sides close to the edge of the inner top wall 31, but is not limited (as shown in Figure 7).

[0051] Step S6: The fluid PU material 40a is solidified on the inner top wall 31 of the inner surface 30 of the tire to form a noise reduction layer 40 of uniform or uneven thickness, which is an integrally molded non-foamed body or an integrally molded foamed body (as shown in FIG7 ), thereby completing a noise reduction tire 1 (as shown in FIG1 ); wherein when the fluid PU material 40a provides a larger amount of material or the centrifugal force generated by the rotation of the tire body 10 is larger, the range of the noise reduction layer 40 will further cover the two inner side walls 32 on both sides of the inner top wall 31 close to the edge of the inner top wall 31, but is not limited (as shown in FIG7 ).

[0052] 1 and 7 , before step S3 , the inner top wall 31 of the tire inner surface 30 within the tire body 10 is roughened to form a roughened surface 33 on the inner top wall 31 . This serves to increase the bonding strength of the noise reduction layer 40 to the inner top wall 31 .

[0053] Please refer to Figure 8. Before step S3, a leak-proof device 4 can be further provided on the two inner side walls 32 of the tire inner surface 30 within the tire body 10, but is not limited thereto, to prevent the fluid PU material 40a from flowing outward from the inner top wall 31 during the diffusion operation of the fluid PU material, and to allow the fluid PU material 40a to solidify only on the inner top wall 31 (as shown in Figure 8).

[0054] In a second embodiment of the present invention, the noise reduction layer 40 is a long strip-shaped structure (as shown in FIG. 10 ). The noise reduction layer 40 is tightly adhered to the inner top wall 31 of the tire inner surface 30 by an adhesive unit 50 (as shown in FIG. 9 and FIG. 11 ). The adhesive unit 50 comprises, but is not limited to, adhesive glue or tape. The method for manufacturing the noise reduction tire 1 (second embodiment) includes the following steps:

[0055] Step S1: providing a long continuous noise reduction strip 40b (as shown in FIG10 ), wherein the long continuous noise reduction strip 40b is a one-piece non-foamed body or one-piece foamed body with uniform or uneven thickness solidified from a fluid PU material 40a.

[0056] Step S2: providing a tire body 10 (as shown in FIG11 ).

[0057] Step S3 : cutting the long continuous noise reduction strip 40 b into a noise reduction layer 40 of a long strip-shaped structure (as shown in FIG. 10 ) according to the loop length of an inner top wall 31 of an inner surface 30 of the tire body 10 .

[0058] Step S4: The noise reduction layer 40 is tightly adhered to the inner top wall 31 of the inner surface 30 of the tire by an adhesive unit 50 (as shown in FIG. 11 ), thereby completing a noise reduction tire 1 (as shown in FIG. 9 ).

[0059] 11 , before step S2 , the inner top wall 31 of the tire inner surface 30 within the tire body 10 is further roughened to form a roughened surface 33 on the inner top wall 31 , thereby increasing the bonding strength of the noise reduction layer 40 to the inner top wall 31 .

[0060] In a third embodiment of the present invention, the noise reduction layer 40 is an annular structure (as shown in FIG. 12 ). The noise reduction layer 40 is closely adhered to the inner top wall 31 of the tire inner surface 30 via an adhesive unit 50 (as shown in FIG. 9 , FIG. 12 , and FIG. 13 ). The adhesive unit 50 comprises, but is not limited to, adhesive glue or tape. The method for manufacturing the noise reduction tire 1 (third embodiment) includes the following steps:

[0061] Step S1: providing a ring-shaped noise reduction layer 40 (as shown in FIG12 ), wherein the noise reduction layer 40 is a one-piece non-foamed body or one-piece foamed body with uniform or uneven thickness solidified from a fluid PU material 40a.

[0062] Step S2: providing a tire body 10 (as shown in FIG. 12 and FIG. 13 ).

[0063] Step S3: The noise reduction layer 40 is tightly adhered to an inner top wall 31 of an inner surface 30 of the tire body 10 by an adhesive unit 50 (as shown in Figures 9, 12 and 13), thereby completing a noise reduction tire 1 (as shown in Figure 9).

[0064] Referring to FIG. 13 , prior to step S2 , the inner top wall 31 of the tire inner surface 30 within the tire body 10 is further roughened, but not limited to, to form a roughened surface 33 on the inner top wall 31 to increase the bonding strength of the noise reduction layer 40 to the inner top wall 31 .

[0065] The noise reduction tire 1 of the present invention has the following advantages compared to existing noise reduction tires:

[0066] (1) The noise reduction layer 40 of the present invention is a thin layer structure that is laid in a circular manner on the inner top wall 31 of the inner surface 30 of the tire within the tire body 10. This is different from the prior art disclosed in U.S. Patent No. 11,446,888 B2, which uses a complex structure design similar to an air cushion as a noise reduction structure (noise reduction layer). This can effectively solve the problem of complex process in the prior art and help reduce production costs at the manufacturing end.

[0067] (2) The noise reduction layer 40 of the present invention is a one-piece molded body that is laid in a circular manner on the inner top wall 31 of the inner surface 30 of the tire within the tire body 10. This is different from the prior art disclosed in U.S. Patent No. 10,315,468 B2, which uses noise reduction strips that are not connected at the head and tail as a noise reduction structure (noise reduction layer) to achieve the purpose of noise reduction. This can effectively solve the problem of insufficient tightness of the noise reduction structure in the prior art, and help to increase the market competitiveness of the product.

[0068] (3) The noise reduction tire 1 of the present invention uses only the noise reduction layer 40 as a single structure to achieve the purpose of noise reduction, which is different from the prior art disclosed in U.S. Patent No. 10,259,271 B2, which combines two different types of structures to achieve the purpose of noise reduction. This can effectively solve the problem of process complexity in the prior art and help reduce production costs on the manufacturing side.

[0069] (4) The present invention mainly relates to the noise reduction layer 40 (solidified and formed by the fluid PU material 40a) formed by laying the inner top wall 31 of the inner surface 30 of the tire within the tire body 10. This is different from the prior art disclosed in U.S. Patent No. 9,517,661 B2, which uses a fiber-type material composed of polypropylene fiber, fiber and mineral filler with a risk of falling off to be laid on the inner surface of the tire. This can effectively solve the problem of the noise reduction structure not being tightly fitted in the prior art, and helps to increase the market competitiveness of the product.

[0070] The above description is only a preferred embodiment of the present invention, which is merely illustrative and not restrictive of the present invention. A person skilled in the art will understand that many changes, modifications, and even equivalent changes may be made thereto within the spirit and scope defined by the claims of the present invention, but all of these changes will fall within the scope of protection of the present invention.

Claims

1. A noise reduction tire, characterized in that: Include: A tire body having a hollow space for accommodating a wheel frame; A tire contact patch located outside the tire body; A tire inner surface, which is located inside the tire body relative to the tire contact surface, and the tire inner surface includes an inner top wall and two inner side walls located on both sides of the inner top wall; and A noise reduction layer is laid in a ring shape on the inner top wall of the inner surface of the tire, and the noise reduction layer is a one-piece non-foamed body or one-piece foamed body with uniform or uneven thickness solidified from a fluid PU material; The manufacturing method of the noise reduction tire comprises the following steps: Step S1: providing a tire driving device for driving a tire body to rotate upright with a controlled timing or a constant speed to form a tire upright rotating state; Step S2: providing a fluid PU material pouring device, wherein the fluid PU material pouring device is provided with a pouring head, and the pouring head is used to be placed in a hollow space of the tire body, so as to pour a fluid PU material downward onto an inner top wall of an inner surface of the tire inside the tire body through the pouring head; Step S3: providing the tire body, and making the tire body form an upright rotation state on the tire driving device; Step S4: performing a fluid PU material pouring operation, which is to use the pouring head to pour the fluid PU material onto the inner top wall of the inner surface of the tire. When the pouring head pours and lays at least one ring of the fluid PU material on the inner top wall of the inner surface of the tire, the fluid PU material pouring operation is completed; Step S5: performing a fluid PU material diffusion operation, which is to diffuse the area occupied by the fluid PU material on the inner top wall of the inner surface of the tire through the centrifugal force generated by the rotation of the tire body. When the fluid PU material is completely diffused, the fluid PU material diffusion operation is completed; and Step S6: solidify the fluid PU material on the inner top wall of the inner surface of the tire to form a noise reduction layer of an integrally formed non-foamed body or an integrally formed foamed body with uniform or uneven thickness, thereby completing a noise reduction tire.

2. The noise reduction tire according to claim 1, characterized in that: When the noise reduction layer is an integrally formed non-foamed body, the thickness of the noise reduction layer is 1 mm to 100 mm; when the noise reduction layer is an integrally formed foamed body, the thickness of the noise reduction layer is 0.5 mm to 50 mm.

3. The noise reduction tire according to claim 1, characterized in that: When the noise reduction layer is composed of a non-foamed body, the fluid PU material forming the noise reduction layer is further composed of tri-functional polyether polyol, graft tri-functional polyether polyol, di-functional polyether polyol, isocyanate, filler, anti-settling agent, dehydrating agent and catalyst; wherein when the noise reduction layer is composed of a foamed body, the fluid PU material forming the noise reduction layer is further composed of tri-functional polyether polyol, graft tri-functional polyether polyol, di-functional polyether polyol, isocyanate, filler, anti-settling agent, foaming agent, dehydrating agent and catalyst.

4. The noise reduction tire according to claim 3, characterized in that: The fluid PU material forming the noise reduction layer is composed of 0.1wt% to 60wt% of tri-functional polyether polyol, 0.1wt% to 60wt% of graft tri-functional polyether polyol, 0.1wt% to 50wt% of di-functional polyether polyol, 3 to 35wt% of isocyanate, 0.1wt% to 60wt% of filler, 0.1wt% to 5wt% of anti-settling agent, 0.1wt% to 1wt% of foaming agent, 0.1wt% to 3wt% of dehydrating agent and 0.1wt% to 2wt% of catalyst, and the sum of the above components is 100wt%.

5. The noise reduction tire according to claim 3, characterized in that: The fluid PU material forming the noise reduction layer is composed of 8.8wt% of tri-functional polyether polyol, 12wt% of graft tri-functional polyether polyol, 24wt% of di-functional polyether polyol, 20wt% of isocyanate, 32wt% of filler, 0.8wt% of anti-settling agent, 0.24wt% of catalyst and 2.16wt% of dehydrating agent, and the sum of the above components is 100wt%.

6. The noise reduction tire according to claim 1, characterized in that: Before step S3, the inner top wall of the inner surface of the tire in the tire body is roughened so that the inner top wall is formed into a roughened surface to increase the bonding strength of the noise reduction layer on the inner top wall.

7. A noise reduction tire, characterized in that: Include: A tire body having a hollow space for accommodating a wheel frame; A tire contact patch located outside the tire body; A tire inner surface, which is located inside the tire body relative to the tire contact surface, and the tire inner surface includes an inner top wall and two inner side walls located on both sides of the inner top wall; and A noise reduction layer, which is a long strip-shaped structure, the noise reduction layer is closely adhered to the inner top wall of the inner surface of the tire in a ring shape through an adhesive unit, and the noise reduction layer is a one-piece non-foamed body or one-piece foamed body with uniform or uneven thickness solidified by a fluid PU material; The manufacturing method of the noise reduction tire comprises the following steps: Step S1: providing a long continuous noise reduction belt, wherein the long continuous noise reduction belt is an integrally formed non-foamed body or an integrally formed foamed body with uniform or uneven thickness formed by solidifying a fluid PU material; Step S2: providing a tire body; Step S3: cutting the long continuous noise reduction belt into a noise reduction layer of a long strip structure according to the ring length of an inner top wall of an inner surface of the tire in the tire body; and Step S4: The noise reduction layer is closely adhered to the inner top wall of the inner surface of the tire through an adhesive unit, thereby completing a noise reduction tire.

8. The noise reduction tire according to claim 7, characterized in that: When the noise reduction layer is an integrally formed non-foamed body, the thickness of the noise reduction layer is 1 mm to 100 mm; when the noise reduction layer is an integrally formed foamed body, the thickness of the noise reduction layer is 0.5 mm to 50 mm.

9. The noise reduction tire according to claim 7, characterized in that: When the noise reduction layer is composed of a non-foamed body, the fluid PU material forming the noise reduction layer is further composed of tri-functional polyether polyol, graft tri-functional polyether polyol, di-functional polyether polyol, isocyanate, filler, anti-settling agent, dehydrating agent and catalyst; wherein when the noise reduction layer is composed of a foamed body, the fluid PU material forming the noise reduction layer is further composed of tri-functional polyether polyol, graft tri-functional polyether polyol, di-functional polyether polyol, isocyanate, filler, anti-settling agent, foaming agent, dehydrating agent and catalyst.

10. The noise reduction tire according to claim 9, characterized in that: The fluid PU material forming the noise reduction layer is composed of 0.1wt% to 60wt% of tri-functional polyether polyol, 0.1wt% to 60wt% of graft tri-functional polyether polyol, 0.1wt% to 50wt% of di-functional polyether polyol, 3 to 35wt% of isocyanate, 0.1wt% to 60wt% of filler, 0.1wt% to 5wt% of anti-settling agent, 0.1wt% to 1wt% of foaming agent, 0.1wt% to 3wt% of dehydrating agent and 0.1wt% to 2wt% of catalyst, and the sum of the above components is 100wt%.

11. The noise reduction tire according to claim 9, characterized in that: The fluid PU material forming the noise reduction layer is composed of 8.8wt% of tri-functional polyether polyol, 12wt% of graft tri-functional polyether polyol, 24wt% of di-functional polyether polyol, 20wt% of isocyanate, 32wt% of filler, 0.8wt% of anti-settling agent, 0.24wt% of catalyst and 2.16wt% of dehydrating agent, and the sum of the above components is 100wt%.

12. The noise reduction tire according to claim 7, characterized in that: Before step S2, the inner top wall of the inner surface of the tire in the tire body is roughened so that the inner top wall is formed into a roughened surface for increasing the bonding strength of the noise reduction layer on the inner top wall.

13. A noise reduction tire, characterized in that: Include: A tire body having a hollow space for accommodating a wheel frame; A tire contact patch located outside the tire body; A tire inner surface, which is located inside the tire body relative to the tire contact surface, and the tire inner surface includes an inner top wall and two inner side walls located on both sides of the inner top wall; and A noise reduction layer, which is an annular structure, the noise reduction layer is closely adhered to the inner top wall of the inner surface of the tire in an annular manner through an adhesive unit, and the noise reduction layer is a one-piece non-foamed body or an one-piece foamed body with uniform or uneven thickness solidified by a fluid PU material; The manufacturing method of the noise reduction tire comprises the following steps: Step S1: providing a noise reduction layer in the form of a ring-shaped structure, wherein the noise reduction layer is an integrally formed non-foamed body or an integrally formed foamed body with uniform or uneven thickness formed by solidifying a fluid PU material; Step S2: providing a tire body; and Step S3: The noise reduction layer is closely adhered to an inner top wall of an inner surface of the tire in the tire body by an adhesive unit, thereby completing a noise reduction tire.

14. The noise reduction tire according to claim 13, characterized in that: When the noise reduction layer is an integrally formed non-foamed body, the thickness of the noise reduction layer is 1 mm to 100 mm; when the noise reduction layer is an integrally formed foamed body, the thickness of the noise reduction layer is 0.5 mm to 50 mm.

15. The noise reduction tire according to claim 13, characterized in that: When the noise reduction layer is composed of a non-foamed body, the fluid PU material forming the noise reduction layer is further composed of tri-functional polyether polyol, graft tri-functional polyether polyol, di-functional polyether polyol, isocyanate, filler, anti-settling agent, dehydrating agent and catalyst; wherein when the noise reduction layer is composed of a foamed body, the fluid PU material forming the noise reduction layer is further composed of tri-functional polyether polyol, graft tri-functional polyether polyol, di-functional polyether polyol, isocyanate, filler, anti-settling agent, foaming agent, dehydrating agent and catalyst.

16. The noise reduction tire according to claim 15, characterized in that: The fluid PU material forming the noise reduction layer is composed of 0.1wt% to 60wt% of tri-functional polyether polyol, 0.1wt% to 60wt% of graft tri-functional polyether polyol, 0.1wt% to 50wt% of di-functional polyether polyol, 3 to 35wt% of isocyanate, 0.1wt% to 60wt% of filler, 0.1wt% to 5wt% of anti-settling agent, 0.1wt% to 1wt% of foaming agent, 0.1wt% to 3wt% of dehydrating agent and 0.1wt% to 2wt% of catalyst, and the sum of the above components is 100wt%.

17. The noise reduction tire according to claim 15, characterized in that: The fluid PU material forming the noise reduction layer is composed of 8.8wt% of tri-functional polyether polyol, 12wt% of graft tri-functional polyether polyol, 24wt% of di-functional polyether polyol, 20wt% of isocyanate, 32wt% of filler, 0.8wt% of anti-settling agent, 0.24wt% of catalyst and 2.16wt% of dehydrating agent, and the sum of the above components is 100wt%.

18. The noise reduction tire according to claim 13, characterized in that: Before step S2, the inner top wall of the inner surface of the tire in the tire body is roughened so that the inner top wall is formed into a roughened surface for increasing the bonding strength of the noise reduction layer on the inner top wall.

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