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    • 专利摘要:
    soundproof tire (100) along with a process for producing the same, wherein the tire comprises particular sound-absorbing polyolefin foams which show dampening performances for the noise generated in the cavity of such a tire, together with resistance to hydrolysis, poor water absorption and an unexpected thermal and mechanical stability under conditions of use, wherein the sound-absorbing material (301) is applied to at least a portion of the radially inner surface (113) of the tyre, preferably the tire layer. impermeable elastomeric material (112), wherein said sound-absorbing material comprises a foamed polyolefin material with closed macrocells characterized by an average size of at least 1.5 mm, more preferably at least 3 mm, even more preferably at least 4mm according to astm d3576.
    公开号:BR112017006635B1
    申请号:R112017006635-1
    申请日:2015-10-01
    公开日:2021-06-01
    发明作者:Paola Caracino；Luca Giannini；Thomas HANEL；Andrea SCOTTI
    申请人:Pirelli Tyre S.P.A.；
    IPC主号:
    专利说明:

    DESCRIPTION
    [001] The present invention relates to a soundproof tire for vehicle wheels. More particularly the invention relates to a soundproof tire for vehicle wheels comprising special sound-absorbing foams, capable of reducing the perceived noise inside the driver/passenger compartment of vehicles, due to the attenuation of cavity noise of the tire itself. . TECHNICAL STATUS
    [002] A tire for vehicle wheels generally comprises a carcass structure comprising at least one carcass ply having respectively opposite end flaps engaged with respective annular anchoring structures, integrated in the zones normally identified with the name "beads".
    [003] The carcass structure is associated with a strap structure comprising one or more layers of strap, located in radial superposition with respect to each other and with respect to the carcass structure, having textile or metallic reinforcement cords. In radially external position with respect to the belt structure, a tread is applied, comprising elastomeric material like other semi-finished products constituting the tire.
    [004] The respective side walls are also applied in an axially external position on the side surfaces of the carcass structure, each extending from one of the edges of the tread to the respective annular anchoring structure.
    [005] In "tubeless" type tires, an impermeable layer of elastomeric material, commonly called "lining", covers the inner surfaces of the tyre.
    [006] Following the construction of the raw tire, actuated by the assembly of the respective components, a molding and vulcanization treatment is performed, aiming to determine the structural stabilization of the tire through the reticulation of the elastomeric compositions, as well as, if required, print a desired tread pattern over and possible graphic markings on the side walls.
    [007] The tire mounted on its rim forms the tire wheel, in turn intended to be associated with the hub of a vehicle.
    [008] The inner surface of the tire and the rim define, after its assembly, an internal annular cavity intended to be inflated with pressurized fluid, generally air, in order to support the load residing on the tire.
    [009] During the running of the tire on the track, the air present in the inner annular cavity is placed under vibration, since it is cyclically compressed in the flattening phase of the tread, giving rise to sound waves that are amplified by resonance .
    [0010] The noise generated by cavity resonance - known as cavity noise - is then propagated to the driver/passenger compartment of the vehicle, through transmission through the rim, hub, suspensions and chassis, and is perceived by the passengers as being very uncomfortable.
    [0011] The frequencies at which the air in the cavity resonates are inversely proportional to the tire circumference, and among other things also depend on the shape of the cavity itself, the nature and shape of the materials that cover it internally. As an example, the resonant frequency can range from about 50 to 400 Hz, typically around 180 - 220 Hz for car tyres, with a diameter of about 600 to 800 mm, and 130 - 150 Hz for vehicle tyres. heavy, with a diameter of approximately 750 to 1200 mm.
    [0012] In the automotive field, driver and passenger comfort is increasingly required, and in particular it is required to reduce vehicle noise.
    [0013] The automotive industry tends to produce vehicles that are increasingly lighter, and/or equipped with engines that are increasingly quieter - such as electric motors - in which, by contrast, the noises originate from the track are perceived to be even more irritating.
    [0014] The problem of cavity noise removal is therefore increasingly felt both for high-end vehicles where comfort and specifically sound insulation are important requirements, and for sports vehicles, for which a lowered posture is actually typical together with particularly rigid transmission and damping systems that do not substantially attenuate noise, which is transmitted virtually unchanged from the tires to the driver/passenger compartment.
    [0015] In order to reduce this type of noise, it is known to introduce sound-absorbing materials into the inner cavity of the tires, either freely or by fixing strips thereof on the inner surface of the lining.
    [0016] The sound-absorbing material is capable of removing sound waves by converting incident sound energy into heat.
    [0017] Sound absorbing materials are used in the construction field, for acoustically insulated rooms and buildings, or in obtaining noise barriers along roads and railways, to reduce noise pollution.
    [0018] In this type of application, materials are typically employed under static conditions and at room temperature or similar.
    [0019] On the contrary, in specific use as sound-absorbing elements inserted into the inner cavity of tires, the materials are subjected to quite considerable mechanical and thermal stresses.
    [0020] In fact, during running in, on the one hand the materials are continuously stretched due to the deformation of the tire, and on the other hand they are heated well above the ambient temperature due to the heat generated by the tread in use on the road .
    [0021] In particular, at high speed and in particularly severe driving conditions, the tire tread may be overheated and transmit heat to the interior, where the temperature may reach 120°C or higher (see, for example, that mentioned in EP1876038A1 and EP1661735A1).
    [0022] Both of these documents mention the problem of thermal degradation of sound absorbing foams and EP1661735 in particular states that "it is necessary that the spongy material withstand temperatures of at least 140°C without melting".
    [0023] It is, therefore, opportune that, for the specific application inside the tire cavity, sound absorbing foams have good thermal as well as mechanical properties in order to avoid being degraded and/or deformed due to the combined action of heat and tensions.
    [0024] Such properties seem very important in selecting the appropriate materials.
    [0025] Consequently, soundproof tires comprising sound absorbing materials based on heat resistant polymer foams, preferably of the open cell type, have been developed.
    [0026] The preferred polymers for this specific application are polyurethanes, of both the polyester and polyether type, which have high melting points, usually of more than 150°C, and which are typically used in microcellular structures with open cells, in order to improve the acoustic performances and simultaneously allow a faster and more efficient heat dispersion with respect to closed cell foams.
    [0027] Soundproof tires comprising sound-absorbing polyurethane foams are, for example, described in WO2013182477A1 or in EP2457748A1 or in the above-mentioned documents.
    [0028] EP1661735A1, EP1876038A1 and EP2457720 mention, among the many possible alternative sound absorbing materials for tires - such as polyether polyurethane foams, polyester polyurethane foams, chloroprene rubber foams, ethylene-propylene rubber foams, nitrile rubber foams, silicone rubber foams etc. - also polyethylenes, but then they give as examples only polyurethane foams, usually microcellular with open cells.
    [0029] Documents EP1795377, EP2397347 and EP1745947 describe both open cell and closed cell foam materials usable as sound-absorbing materials for tyres; along with the many possible materials, polyethylene is also mentioned, but the cell structure is not detailed.
    [0030] The document US6209601 describes foamed materials with closed cells usable as sound absorbing materials for tires; among the very possible materials, also polyethylene is mentioned, but the cell structure is not detailed.
    [0031] Despite the consolidated use, foams with open cells - which are distinguished by good sound, mechanical and thermal performance and by simple processing - are, however, not without defects.
    [0032] In fact, they tend to easily absorb moisture from the environment or from the compressed air used for inflation, and consequently they are subjected to the proliferation of bacteria and fungi, with formation of odors, and even, in the case of Polyester-based polyurethanes, hydrolytic degradation. The accumulation of water in the interior, due, for example, to the storage of tires outdoors without protection against weather agents and the partial degradation of the sound-absorbing material, can also involve unbalance in the tire posture, which can negatively affect the driver and/or passenger comfort, negatively affect the vehicle's performance on the road and, finally, safety.
    [0033] Several solutions have been employed to address the problem of hygroscopicity of polyurethane foams.
    [0034] For example, tires have been packed in private containers and spare parts packed in waterproof bags in order to protect them during transport and storage; however, the problem presented itself again once the packages were opened.
    [0035] Closed cell foams, which have a much lower tendency to absorb water than open cell foams, have, however, not been successful due to the inferior acoustic properties and less heat dispersion capacity.
    [0036] Alternatively, treatments with water-repellent substances or the surface covering the foams with impermeable films have been proposed. Furthermore, interventions on the proliferation of funds included antifungal agents within and on the outer surfaces of the same films.
    [0037] However, the proposed solutions, in addition to generally not solving the inconveniences, also involve operations with considerable additional costs. SUMMARY OF THE INVENTION
    [0038] The Applicant has studied the problems of the aforementioned polyurethane foams and found that certain polyolefin-based macrocellular sound absorbing foams, used in conventional applications (for example, buildings with acoustic insulation or noise barriers) and apparently unsuitable for application in the inner cavity of tires, as they are based on polyolefins with closed cells with a low melting point, they surprisingly resist the thermal and mechanical stresses that are generated when the tire is rolling, maintaining its physical integrity and capacity for acoustic removal over time, with acoustic performances at least comparable - if not improved - with respect to classic polyurethane foams.
    [0039] These polyolefin foams are unaffected by moisture, do not absorb water and are particularly lightweight.
    [0040] Therefore, the present polyolefin foams, at least given the same acoustic performances, if not improved, with respect to conventional polyurethane foams, give soundproof tires comprising them the same advantages in terms of durability, of better balance of posture and lower rolling resistance, simplification of construction procedures for tires and spare parts, substantially due to the lightness, hydrolytic stability and poor water absorption of the foams - advantages that also translate into a reduction in cost.
    [0041] Unexpectedly, Applicant has found that such particular macrocellular polyolefin foams are resistant to the conditions of use within the tire cavity and show sound absorbing performances that are improved or at least comparable with respect to conventional polyurethane foams.
    [0042] According to a first aspect, the present invention deals with a soundproof tire for vehicle wheels comprising at least:- a sound-absorbing material applied on at least a portion of the radially inner surface of the tyre, wherein said sound-absorbing material comprises a polyolefin foam material with closed macro cells characterized by an average cell size of at least 15 mm, more preferably at least 3 mm, even more preferably at least 4 mm according to ASTM D3576.
    [0043] The soundproof tire for vehicle wheels according to the invention may comprise at least: - a carcass structure; - a strap structure applied in a radially external position with respect to said carcass structure;- a tread in a radially external position with respect to said belt structure; - an impermeable layer of elastomeric material (lining), applied in a radially internal position with respect to the casing layer; - a sound-absorbing material applied at least over a radially inner surface portion of the impermeable layer of elastomeric material, wherein said sound-absorbing material comprises a polyolefin foam material with closed macrocells characterized by an average cell size of at least 1.5 mm, more preferably of at least 3mm, even more preferably at least 4mm in accordance with ASTM D3576.
    [0044] In a second aspect, the present invention relates to a process for producing a soundproof tire for vehicle wheels comprising: i) providing a vulcanized and molded tire; ii) optionally, cleaning at least a portion of the radially inner surface of the tire, eiii) applying a sound-absorbing material at least over the optionally clean portion of the radially inner surface of the tire, wherein the sound-absorbing material comprises a polyolefin foam material with closed macro cells characterized by an average cell size of at least 1.5 mm, more preferably at least 3 mm, even more preferably at least 4 mm according to ASTM D3576, preferably perforated. DEFINITIONS
    [0045] With the term "macrocellular" or "macrocell" foam or foam material, it is meant a foam whose cells have an average size of between 1.5 mm and 15 mm in accordance with ASTM D3576.
    [0046] With the term "microcellular" or "microcell" foam or foam material, it is meant a foam having an average cell size of less than 1.5 mm.
    [0047] By "polyolefin material" is meant a material comprising at least 50%, preferably at least 70%, more preferably at least 90%, 95%, even more preferably at least 99% by weight of one or more polyolefins .
    [0048] By "polyolefins", it is meant those thermoplastic polymers derived from the polymerization of unsaturated hydrocarbons containing the functionality of ethylene or diene.
    [0049] In particular, the term polyolefin comprises homopolymers and copolymers of olefins and their mixtures.
    [0050] Specific examples of homopolymers of ethylene, propylene, butene, copolymers of ethylene-alpha-olefin, propylene-alpha-olefin, butene-alpha-olefin, polymethylpentenes and their modified polymers.
    [0051] By "equatorial plane" of the tire is meant a plane perpendicular to the axis of rotation of the tire and which divides the tire into two symmetrically equal parts.
    [0052] The terms "radial" and "axial" and the expressions "radially inward/outward" and "axially inward/outward" are used respectively referring to a direction perpendicular to the tire's axis of rotation, and a direction parallel to the tire rotation axis.
    [0053] The terms "circumferential" and "circumferentially" are used instead with reference to the direction of annular extension of the tire, that is, the direction of travel of the tire, which corresponds to a direction located on a plane coincident with or parallel to the tire equatorial plane.
    [0054] By "internal annular cavity" is meant the internal cavity defined between a tire and the relative mounting rim.
    [0055] In the tire, identified as crown portion is the portion of the tire where the tread is arranged, axially comprised between its two edges.
    [0056] The tire according to the present invention may have at least one of the following preferred characteristics, taken separately or in combination with the others.
    [0057] In the tire of the present invention, the polyolefin foam material is characterized by the fact that it comprises relatively large closed cells (foamed macrocellular material).
    [0058] Preferably foamed macrocellular material comprises cells having an average cell size comprised between 1.5 mm and 15 mm, between 2 mm and 10 mm, from 3 mm to 10 mm, more preferably between 4 mm and 8 mm of according to ASTM D3576.
    [0059] Preferably the polyolefin foam material comprises a series of macrocells closed in 25 mm less than 30, preferably less than 20, more preferably less than 10, measured according to method BS 4443/1 Met.4 .
    [0060] Preferably the soundproof tire for vehicle wheels according to the invention comprises, in the internal cavity, a sound-absorbing material comprising a polyolefin foam material with preferably perforated closed macrocells, with a series of smaller cells of the that four per linear centimeter.
    [0061] Preferably the sound-absorbing material of the soundproof tire according to the present invention comprises a polyolefin foam material, which can be obtained by expanding a polyolefin material selected from ethylene homo- and copolymers, of propylene, of C4-C20 alpha-olefin, preferably C4-C10 alpha olefin and mixtures thereof, more preferably between ethylene homo- and copolymers and mixtures thereof.
    [0062] Preferably the polyolefin foam material is not cross-linked.
    [0063] Examples of commercially available polyolefins- are polyethylenes, polypropylenes, polybutenes and copolymers thereof, including copolymers of ethylene with alpha-olefin, and mixtures thereof.
    [0064] Preferably the polyolefin material is a polyethylene selected from ethylene homopolymers, ethylene copolymers with propylene and ethylene copolymers with a C4-C8 alpha-olefin.
    [0065] Preferably the polyethylene is a low density polyethylene (LDPE), with a density equal to or less than 0.940 g/cm3, preferably comprised between 0.910 - 0.940 g/cm3.
    Generally, polyethylene has a softening temperature of less than about 120°, typically between about 95 and about 115°C.
    [0067] Generally polyethylene has a melt index of between 0.01 and 100, preferably between 0.05 and 50, more preferably between 0.1 and 20 grams per 10 minutes (ASTM D1238, 190°C/2.16)
    [0068] Preferably the sound absorbing material consists of a polyolefin foam material with preferably perforated closed macrocells.
    [0069] Preferably the sound absorbing material consists of a polyethylene foam material with preferably perforated closed macrocells.
    [0070] Preferably the polyolefin foam material has a density of not more than 40 kg/m3, preferably not more than 30 kg/m3, more preferably not more than 25 kg/m3, measured according to ASTM D3575-08 Suffix W .
    [0071] Preferably the polyolefin foam material is characterized by a water absorption according to UNI EN 12088 (RH>95%- after 28 days) less than 6 kg/m2, more preferably less than 4 kg/m2 , even more preferably less than 3 kg/m2.
    [0072] Preferably the polyolefin foam material is characterized by compressive strength in accordance with ISO 3385 1986 part 1, with compression speed of 100 mm/min and in the fourth compression, in accordance with Table 1

    [0073] The polyolefin foam material used as the sound absorbing material in the tire of the present invention is a foam material with preferably perforated closed macrocells.
    Foamed sound-absorbing materials with preferably perforated closed macrocells are, for example, described in patent application WO01/70859 in the name of Dow Chemical.
    [0075] Materials with perforated closed cells are known for conventional applications and are described, for example, in patent application WO2012/156416A1 and in the other documents cited therein.
    [0076] The closed macro cell polyolefin foam material used as the sound absorbing element in the tire of the present invention preferably has at least one perforation, more preferably at least 5, at least 10, at least 20, at least 30 perforations per 10 cm2 of surface.
    [0077] The perforation of the foamed material can be partial, through or a combination of the two - that is, a double or triple perforation, preferably it is a double perforation, that is, a combination of through and partial perforation.
    [0078] By through perforation is meant a perforation that passes through the foamed material for its entire thickness.
    [0079] By partial perforation is meant a perforation that does not pass through the foamed material for its entire thickness.
    [0080] The partial perforation has a depth less than the thickness of the foamed material, usually a depth between about 25% and 85% of this thickness.
    [0081] The perforations, through or partial, that pass through the foamed material are, in cross section, typically circular, but they can also have other shapes such as elliptical, square, triangular or oval.
    [0082] The average width of the perforations is generally greater than 0.01 mm, preferably greater than 0.1 mm, preferably greater than 0.5 mm.
    The average width of the is preferably comprised between 0.01 mm and 2 mm, more preferably between 0.05 mm and 1.0 mm.
    [0084] The through and partial perforations can have equal shape and/or width different from each other.
    [0085] Typically, the perforations are evenly distributed over at least a part, preferably over the entire surface of the foamed material sheet, at a distance that depends, among other things, on the thickness of this sheet.
    [0086] An example of the double perforation process of a foamed material with closed cells is described in patent EP1026194B1.
    [0087] The perforation of the foamed material causes the opening of a part of the closed macrocells.
    [0088] Open cell content is generally determined in accordance with standard tests such as ASTM D2856-A.
    [0089] Preferably the foamed material after perforation further comprises at least 40% by volume, preferably at least 60%, more preferably at least 65% closed cells.
    [0090] Preferably the foamed material after perforation comprises at least 10% by volume, preferably at least 20%, at least 25%, at least 30% of cells opened by perforation.
    [0091] Preferably the foamed material after perforation comprises about 10 to 50% by volume, preferably about 15 to 40%, from 20 to 35%, of cells opened by the perforation.
    [0092] The opening of a certain number of cells, in the foamed material with closed cells, gives better sound absorbing properties as this creates sinuous paths for the sound waves.
    [0093] Furthermore, without being limited to any interpretative theory, Applicant believes that the combination of the macrocellular structure with the perforation of the polyolefin foam material also causes rapid and effective heat removal, surprisingly allowing the use of these polyolefin materials -characterized per se by inferior thermal properties- as sound absorbing materials in place of conventional polyurethane DE materials, well known as having high melting points, within the tire cavity, i.e. under conditions of considerable thermal and mechanical stress.
    [0094] In the tire of the present invention the sound-absorbing material is preferably employed as a single layer or, alternatively, as two or more layers coupled together, and in this case they are preferably coupled via lamination.
    [0095] The sound-absorbing material has a thickness greater than about 5 mm, generally from about 5 to about 50 mm, preferably from 7 to 40 mm, more preferably from 10 to 30 mm.
    An example of a particularly preferred commercial sound-absorbing material composed of polyethylene with perforated closed macrocells is called Stratocell Whisper™, supplied by Sogimi, illustrated here in Figure 6.
    [0097] The photograph of figure 6 allows to appreciate the appearance of this Stratocell Whisper sample and the real size of its macrocells by direct comparison with the millimeter of the ruler.
    [0098] The sound-absorbing material is sold in the form of sheets, usually rectangular or rolls.
    [0099] Generally, one of the two main surfaces of the sound-absorbing material is covered with a layer of suitable adhesive material, in turn protected by a first removable film, while the other surface may or may not have a second film protective. For the removal of the first release film, it is possible to make the sound absorbing material adhere to the radially inner surface of the impermeable layer of elastomeric material of the tire.
    [00100] Alternatively, it is possible to apply the adhesive material on the impermeable elastomeric material (lining) on the surface portion on which it is desired to position the sound-absorbing material and thus proceed with the bonding thereof, or on both surfaces.
    [00101] Examples of adhesive materials commonly used for these purposes are acrylic adhesives, eg pressure sensitive modified acrylic adhesives, sold by Tekspan Automotive under the name 2C or by Nitto under the name 5015TP or D5952 or acrylic adhesives via lamination 9472LE by 3M.
    [00102] However, other types of adhesives, which are commonly used in this field, can be applied, as long as they are suitable to ensure the stable adhesion of the sound absorbing material to the elastomeric material of the lining. Typically this layer is composed of halobutyl rubbers.
    [00103] The polyolefin foam material with closed, preferably perforated macrocells, applied to the tire according to the present invention, unexpectedly shows better adhesion to the liner with respect to conventional polyurethane materials with smaller closed cells.
    [00104] In the case of a tire prepared according to conventional processes, before making the sound-absorbing material adhere to the radially inner surface of the liner, it is generally convenient to remove, from such surface, each contaminant possibly remaining from the step of formation; removal occurs, for example, mechanically via scrubbing and/or chemically, for example, with the aid of solvents.
    [00105] Advantageously, using a tire in which such surface is substantially uncontaminated, it is possible to proceed directly with the gluing of the sound-absorbing material, minimizing or entirely eliminating the cleaning step.
    [00106] In the tire according to the present invention, the at least one layer of sound-absorbing material is applied in radially internal position with respect to the impermeable layer of elastomeric material.
    [00107] In a preferred embodiment, only one layer of sound absorbing material is applied.
    [00108] In another embodiment, two or more layers of sound-absorbing materials are applied, the same or different from each other, partially or preferably fully superposed, of which at least one comprises a polyolefin foam material with preferably perforated closed macrocells , as described above.
    [00109] In the case of multiple layers, the sound-absorbing materials are preferably adhered together, for example via glueing or via lamination.
    [00110] In the tire according to the present invention, the sound-absorbing material is applied on at least a portion of the radially inner surface of the impermeable layer of elastomeric material.
    [00111] Preferably, the sound-absorbing material is applied on the radially inner surface of the impermeable elastomeric material that is extended over the entire circumference of the tire and axially at least on a portion of the tire crown, preferably comprised between 10% and 70% of the tire crown.
    [00112] Preferably, the sound absorbing material is applied onto the radially inner surface of the impermeable elastomeric material which is extended over the entire circumference of the tire and axially from bead to bead.
    [00113] Preferably, the sound absorbing material is applied onto the radially inner surface of the impermeable elastomeric material which is extended over a part of the circumference of the tire.
    [00114] Preferably, the sound-absorbing material is applied onto the radially inner surface of the impermeable elastomeric material which is axially extended in a substantially centered position with respect to the equatorial plane of the tyre.
    [00115] In the tire according to the present invention, the sound-absorbing material can be applied on the radially inner surface of the impermeable elastomeric material as a single strip or in multiple strips, preferably circumferentially parallel to each other or with inclined progression with respect to the equatorial plane.
    [00116] Preferably, the sound-absorbing material is applied onto the radially inner surface of the impermeable elastomeric material in such a way as to distribute the load as symmetrically as possible so as to avoid unbalancing the posture of the attitude tire.
    [00117] Preferably, the sound-absorbing material is applied onto the radially inner surface of the impermeable elastomeric material, preventing overlapping of the end flaps of the one or more strips of material.
    [00118] Preferably the coverage of the inner surface is equal to or less than 100%, preferably greater than 50%.
    [00119] Preferably the coverage is obtained with a variable number of pieces, preferably greater than or equal to 1, preferably less than 10.
    [00120] Preferably, the tire of the invention is high performance (HP High Performance) or ultra high performance, intended to equip vehicles to transport mainly people, such as sedan, van, pickup truck, SUV (sport utility vehicle and/or CUV ( crossover utility vehicle); typically, tires allow high travel speeds.
    [00121] High and ultra high performance tires are in particular those that allow to reach speeds higher than at least 160 km/h, higher than 200 km/h and even above 300 km/h. Examples of such tires are those belonging to classes ”T”, ”U”, ”H”, “V”, ”Z”, “W”, “Y”, according to E.T.R.T.O. - (European Technical Organization for Tires and Rims), in particular for large displacement four-wheel vehicles. Typically, tires belonging to these classes have a section width equal to or greater than 185 mm, preferably not greater than 325 mm, more preferably comprised between 195 mm and 325 mm. Such tires are preferably rim-mounted having fitting diameters equal to or greater than 38.1 cm, preferably not greater than 60.96 cm, more preferably comprised between 53.18 cm and 55.88 cm. By SUV and CUV is meant vehicles with high posture, typically with all-wheel drive having a cylinder capacity equal to or greater than 1800 cm3, more preferably comprised between 2000 cm3 and 6200 cm3. Preferably, such vehicles have a mass greater than 1400 kg, more preferably comprised between 1500 kg and 3000 kg.
    [00122] The tire of the invention can be used with a summer tire, winter tire, or "all season" type tire (tires usable in all seasons). BRIEF DESCRIPTION OF THE DRAWINGS
    [00123] More features and advantages will be more evident from the detailed description of a preferred modality, but not exclusive of a soundproof tire, according to the present invention.
    [00124] Such description is given here below with reference to the attached drawings, provided as a non-limiting example, in which:- figure 1 schematically shows, in half radial section, a soundproof tire for vehicle wheels according to the present invention;- Figure 2 illustrates damping performances for cavity noise in the percussion test of a tire according to the invention (samples 1-3), and of a C1 comparison tire, lacking sound-absorbing material .
    [00125] - Figures 3 and 4 show the damping performances for cavity noise in the semi-anechoic chamber noise measurement test of a tire according to the invention (sample 3), and of comparison tires (C1), lacking of sound-absorbing material, and (C2), comprising a classic polyurethane foam with open microcells, at speeds of 65 and 80 km/h.
    [00126] - Figures 5a and 5b show the graphs relating to internal noise measured in road tests at speeds between 40 and 80 km/h, at two points in the driver/passenger compartment of a car with tires according to the invention, comprising polyethylene foam material with perforated closed macrocells (sample 3), or comparative tires comprising polyurethane foams with open microcells (C2, C3) or comprising polyethylene foam material with smaller non-perforated closed cells (C4 and C5 ).
    [00127] Figure 6 is a photograph of a sample of polyolefin foam material with perforated closed macrocells preferably used in the soundproof tire according to the present invention, following a millimeter scale reference ruler.
    [00128] Figure 7 reports the damping performances for cavity noise in the semi-anechoic chamber noise measurement test of a tire according to the invention (sample 3), before and after the fatigue test. DETAILED DESCRIPTION OF THE INVENTION
    [00129] Figure 1 schematically shows, in radial half-section, a soundproof tire for vehicle wheels comprising polyolefin foam material with closed macrocells according to the present invention.
    [00130] In particular, in figure 1, “a” indicates an axial direction and “X” indicates a radial direction, in particular with X-X the line of the equatorial plane is indicated.
    [00131] Tire 100 for four-wheel vehicles comprises at least one carcass structure, comprising at least one carcass layer 101 having respectively opposite end flaps engaged with respective annular anchoring structures 102, called bead cores, possibly associated with a bead filler 104. The area of the tire comprising the bead core 102 and the filler 104 forms a bead structure 103 for anchoring the tire on a corresponding mounting ring, not shown.
    [00132] The carcass structure is usually of radial type, that is, the reinforcing elements of the at least one carcass layer 101 are situated on planes comprising the tire rotation axis and substantially perpendicular to the equatorial plane of the tire. Said reinforcement elements are generally constituted by textile cords, for example, of rayon, nylon, polyester (for example, polyethylene naphthalate (PEN)). Each bead structure is associated with the carcass structure by folding back the opposite side edges of the at least one carcass layer 101 around the annular anchor structure 102 in such a way as to form so-called carcass turns 101a as illustrated in figure 1.
    [00133] In one embodiment, the coupling between the carcass structure and the bead structure can be provided by means of a second carcass layer (not shown in figure 1) applied in an axially external position with respect to the first carcass layer .
    [00134] An anti-abrasive strip 105 made of elastomeric material is arranged in an external position of each bead structure 103.
    [00135] The carcass structure is associated with a strap structure 106 comprising one or more strap layers 106a, 106b located in radial superposition with respect to each other and with respect to the carcass layer, typically having textile reinforcement cords and/ or metallics incorporated in a layer of elastomeric composition.
    [00136] Such reinforcement cords may have cross orientation with respect to a direction of circumferential extension of the tire 100. By "circumferential" direction, it is understood a direction generally pointed according to the direction of rotation of the tire.
    [00137] In radially outermost position with respect to the strap layers 106a,106b, at least one circumferential reinforcement layer 106c is applied, commonly known as "0° strap", comprising at least one circumferential strap layer.
    [00138] The reinforcement layer (circumferential belt) can comprise a plurality of typically metallic and/or textile cords.
    [00139] In radially external position with respect to the belt structure 106, a tread 109 is applied which is made of elastomeric material, like other semi-finished products constituting the tire 100.
    [00140] The respective side walls 108 made of elastomeric material are also applied in an axially external position on the side surfaces of the carcass structure, each extending from one of the side edges 110 of the tread band 109 to the respective bead structure 103. The portion of the tire between the edges 110 identifies the crown C of the tire. In this crown C, thus up to the edges 110 in radially internal position with respect to the tread, the belt structure 106 is preferably extended.
    [00141] In radially outward position, the tread 109 has a tread surface 109a intended to come into contact with the ground. Circumferential grooves, which are connected by transverse grooves (not shown in Figure 1) so as to define a plurality of blocks of various shapes and sizes distributed over the running surface 109a, are generally obtained on this surface 109a, which is shown smooth in the figure. +1 for simplicity.
    [00142] A sublayer 111 can be arranged between the belt structure 106 and the tread 109.
    [00143] An impermeable layer of elastomeric material 112, generally known as "lining", provides the necessary air tightness of inflation of the tire, and is typically arranged in a radially internal position with respect to the carcass layer 101.
    [00144] The radially inner surface 113 of the impermeable layer of elastomeric material 112 is adhered, for example, by means of glue, to a layer of sound-absorbing material 301 comprising a polyolefin foam material with preferably perforated closed macrocells.
    [00145] The sound-absorbing material layer can be adhered to the radially inner surface 113 of the impermeable layer of elastomeric material by means of bonding with suitable adhesives, such as an acrylic adhesive, or via snapping, or compression making the absorbent layer of sound larger than the inner diameter of the tyre.
    [00146] Referring to Figure 1, a tire 100 is shown in radial section supporting a sound absorbing layer 301, made of polyolefin foam material with preferably perforated closed macrocells. The sound-absorbing layer 301 is made integral with the radially inner surface 113 of the impermeable layer of elastomeric material 112 in the crown portion C by means of gluing, occupying in axial extension at least a part of said crown portion.
    [00147] A process for producing a soundproof tire for vehicle wheels comprises: i) providing a vulcanized and molded tireii) optionally cleaning at least a portion of the radially inner surface of the tire, eiii) applying a sound-absorbing material at least on the optionally clean portion of the radially inner surface of the tyre, wherein the sound-absorbing material comprises a polyolefin foam material with closed macrocells, characterized by an average cell size of at least 1.5mm, plus preferably at least 3mm, even more preferably at least 4mm according to ASTM D3576, preferably perforated.
    [00148] With respect to the sound-absorbing material, the present process preferably provides the use of the materials in the preferred modes of application already indicated in relation to the soundproof tire according to the invention.
    [00149] The cleaning operation ii) of the present process is generally carried out if the tire provided in step i) is contaminated on the radially inner surface of the impermeable layer of elastomeric material by lubricants or oils or emulsions and non-stick solutions applied therein during formation of the tyre, as in the case of tires prepared according to conventional processes.
    [00150] The presence of these contaminants generally does not allow to apply the sound-absorbing material on the inner surface of the lining with an adequate adhesion to resist subsequent tension during use, even when using highly adhesive glues, expensive and difficult to handle.
    [00151] In such a case, in order to remedy these problems, it is preferred to proceed with the cleaning operation at least on the part of the radially inner surface of the liner affected by the application of the sound-absorbing material.
    [00152] Cleaning can be conducted according to any suitable method, either by mechanical removal with sponges, cloths or brushes and by dissolving the contaminants with appropriate solvents or combinations thereof.
    [00153] Advantageously, by providing instead a tire in which such surface is substantially uncontaminated, it is possible to proceed directly with the glueing of the sound-absorbing material, minimizing or entirely avoiding the cleaning operation.
    [00154] The operation of applying a sound-absorbing material over at least a portion of the radially inner surface of the impermeable layer of elastomeric material, optionally cleaned, is preferably conducted by gluing.
    [00155] The gluing of the sound absorbing material is conducted using adhesives or glues suitable for this purpose, preferably acrylic adhesives.
    [00156] In order to apply the sound-absorbing material by bonding, the adhesive can be applied to at least a portion of one of the two main surfaces of the sound-absorbing material, to at least a portion of the radially inner surface of the waterproof layer of elastomeric material, or over both, in corresponding or non-matching portions.
    [00157] Preferably, since they are commercially available, sound-absorbing materials in sheet or roll form are used, already arranged with an additional layer of adhesive material deposited on one of the main surfaces, layer of adhesive suitably protected by a first removable film.
    [00158] For application, after having possibly cut the sound-absorbing material to size, the first protective film is removed from the adhesive layer and is applied over the desired surface portion of the liner under pressure, manually or with appropriate automated systems .
    [00159] The sound absorbing material is typically sold with another (second) removable protective film arranged over the other main surface, the one not covered by the adhesive. This second film, which mainly performs protective functions for the sound-absorbing foamed material, is generally constituted by a thermoplastic film.
    [00160] In the soundproof tire according to the present invention, this second film can be allowed to adhere, or is preferably removed, after application of the sound-absorbing material.
    [00161] The Applicant has observed that the acoustic performances of the tire according to the invention are generally improved if this second film of sound-absorbing material is removed.
    [00162] The Applicant has found that these particular sound-absorbing materials, used for sound insulation of buildings and equipment or creating noise barriers for highways, as well for static applications and/or under controlled temperature conditions, are surprisingly adequate and effective in damping the resonance noise even when positioned within a tire cavity - that is, under conditions of considerable mechanical and thermal stress - even if they are composed of polyolefins, well known to have lower melting points with respect to the polyurethanes typically used for this application.
    [00163] Advantageously, these materials have hydrolytic stability and do not absorb water. Furthermore, due to the morphological characteristic of the macrocells, they are particularly light, contributing to an overall reduction in the weight of the finished tire.
    [00164] The following examples are now given for illustrative and non-limiting purposes. PHONEMETRIC TESTS
    [00165] In order to evaluate the cavity noise attenuating performances of sound-absorbing materials of the present invention and comparative materials, sample tires were prepared by applying strips of the pre-selected materials on the inner surface of the lining in accordance with the modes described in detail below.
    [00166] Acoustic performances were then measured by means of phonometric tests conducted both on the tire mounted on the rim (percussion test or hammer test) and on the tire mounted on a car, with evaluations in a closed fit (test in a semi-anechoic chamber) and over the highway (driver/passenger compartment noise measurements and test applier opinion).
    [00167] The inner surface of the lining made of bromobutyl material from a Pirelli 275/45R20 tire on the crown portion was cleaned with a soft abrasive sponge in order to remove all contamination from the anti-adhesive solution applied during the vulcanization step.
    [00168] Subsequently, the selected sound-absorbing material was applied as a single strip onto such a surface, by means of an acrylic adhesive layer interposed between the foam and the liner. The other surface of the foam, non-adhesive, was covered with a removable protective film.
    [00169] The sound-absorbing material was applied covering the inner surface of the lining for the entire circumference, symmetrically with respect to the equatorial plane.
    [00170] The performances of the tire comprising polyethylene foam with perforated closed macrocells, A according to the invention (samples 1-3) were compared with those of a base tire lacking sound-absorbing foams (sample C1) and with those of comparative tires comprising polyurethane foam with open microcells B in two different thicknesses (20 and 10 mmm) (samples C2-C3) and polyethylene foams with non-perforated closed microcells D1 and D2 (samples C4, C5)
    [00171] Foam A was a polyethylene foam with closed macro cells, with double perforation; density 25 kg/m3 measured in accordance with ASTM D3575-08 Suffix W; Cells/25 mm < 10 according to BS 4443/1 Met.4; thickness 10 or 20 mm, sold by Sogimi under the trade name Stratocell Whisper® (figure 6). This foam had a first surface, covered with adhesive and with a first protective film, and a second surface, directly covered by a second protective film. In samples 1 and 2, the second protective film was maintained; this was instead removed in sample 3.
    Foam B was a polyurethane foam with open microcells PL38LWF (Tekspan Automotive), density 35-41 kg/m3 (ISO 1855), number of cells/25 mm >40, thickness 10 or 20 mm.
    Foam D1 was a crosslinked polyolefin foam with closed microcells, cell number/25mm >40); density 33 ± 3.5 kg/m3 measured in accordance with ISO 845-88; sold by Tekspan Automotive under the trade name K630.
    Foam D2 was a closed microcell crosslinked polyethylene foam (number of cells/25mm >40); density 30 ± 5 kg/m3 average according to ISO 845-88; sold by Tekspan Automotive under the trade name X105 SM.
    [00175] In Table 2 below, the tire samples thus prepared are reported along with their structural characteristics:
    Key: A: polyethylene with closed macro cells and double perforation; B: polyurethane with non-perforated open microcells; D1: cross-linked polyolefin with closed microcells; D2: cross-linked polyethylene with closed microcells. Test density: 1(ASTM D3575-08 Suffix W), 2 (ISO 1855), 3 (ISO 845-88); Number of cells: 4 (test: BS 4443/1 Met.4), Tire 275/45R20 Percussion test (hammer test)
    [00176] This internal test, with a substantially qualitative character, is used for a preliminary selection of materials based on their effectiveness in dampening cavity noise.
    The tires of samples 1 - 3 according to the invention (with A polyethylene foam) and the comparative tire C1 (without foam) were mounted on a 9JX20 E.T.R.T.O. and inflated to a pressure of 0.26 MPa (2.6 bar).
    [00178] Each tire, without load, was hit with a dynamometric hammer and the amplitudes of sounds produced at various frequencies by percussion were recorded along the X axis and reported in the diagram in figure 2.
    [00179] As can be seen from the graphs, the cavity resonance phenomenon is shown with a series of peaks approximately between 170 and 200 Hz.
    [00180] The intensity of the base tire resonance peak (C1), lacking sound absorbing foam, present at about 190 HZ, resulted dampened for all samples 1-3, proportionally to the foam thickness. A considerable increase in sound absorbing activity was also observed for the sample lacking both film protectors (sample 3), which at a thickness of 20 mm showed the best damping activity among the tested samples.- Measurement of noise in the driver's compartment / passenger in a semi-anechoic chamber
    [00181] With this test, the acoustic damping performances of tires according to the invention (sample 3) were compared with those of comparison tires, lacking sound-absorbing foams (C1), or comprising conventional polyurethane foams (C2 ), in a semianechoic chamber.
    [00182] The tires under evaluation were mounted on 9JX20 E.T.R.T.O. rims, inflated to a pressure of 0.26 MPa (2.6 bar) and mounted on a car.
    [00183] For each set of tires, the noise intensity was measured inside the driver/passenger compartment with increasing speed, between 20 and 150 km/h. The official tests of car manufacturers evaluate the damping performance for cavity noise of tires at speeds generally comprised between 40 and 80 km/h, since at speeds lower or higher than this range, there are other phenomena of generation of noise that make the measurements of little significance.
    [00184] Reported in figures 3 and 4 are the sound intensity curves measured in the driver/passenger compartment of the vehicle for the different tires under examination with respect to frequencies, respectively at the speed of 65 and 80 km/h.
    [00185] As can be seen, at the peak resonant frequency of the cavity (about 190 Hz), the tire sample 3 shows a dampening effectiveness for noise comparable to that of the tire comprising a conventional polyurethane foam (C2) . Therefore, from this test, it is inferred that the soundproofing tires of the present invention, advantageous for the hydrolytic stability and non-hygroscopicity of the sound absorbing foams, are at least comparable in terms of acoustic performance with known soundproof tires , comprising conventional polyurethane foams.- Measurement of driver/passenger compartment noise over the highway
    [00186] With this test, the roadway acoustic damping performances of the tire sample 3 according to the invention were compared with those of comparison tires, lacking sound absorbing sample (C1), or comprising conventional polyurethane foams (C2, C3), or polyethylene foam with non-perforated closed microcells, (C4, C5).
    The tires under examination were mounted on 9.0Jx20 rims, inflated to a pressure of 0.23 - 0.25 MPa (2.3 - 2.5 bar) and mounted on a VW Tuareg 3.0 TD car.
    [00188] The car was driven at a speed of about 80 km/h, over an uneven asphalted road, at a temperature of 9-13°C, after which the engine was turned off and the noise in the driver/passenger compartment was measured and evaluated by the test administrator, until the vehicle stops.
    [00189] The noise measurement in the driver/passenger compartment was performed by arranging the microphones in the center of the car (right channel) and side of the window (left channel), at car speeds between 40 and 80 km/h and at frequencies from 0 to 22000 Hz.
    [00190] As it is inferred from figures 5a and 5b, the noise measured at the two different positions inside the driver/passenger compartment (upper graph figure 5a, car center, lower graph to figure 5b, side of the window) increases with increasing speed.
    [00191] From the graphs, it is observed that tire 3, according to the invention, has at least the same, if not greater, effectiveness in reducing noise in the driver/passenger compartment with respect to soundproof tires comprising polyurethane foams with conventional open microcells (C2, C3), and polyethylene foams with non-perforated closed microcells (C4, C5).
    [00192] Reported in tables 3 and 4 below is the sound intensity measured at the peak frequency of about 190 Hz and at speeds of 60 and 80 km/h, respectively, at the two positions within the driver/passenger compartment from the car to the different tires under examination:


    [00193] From the above data, it can be appreciated that tires according to the present invention (sample 3) generally have a dampening effectiveness for noise at least equal to, if not superior to, that shown by classic polyurethane foams ( C1 and C2).
    [00194] More particularly, data relating to measurements at speeds of 60 and 80 km/h show that the polyethylene foam with perforated macrocells, employed in these tests, has an ability to reduce cavity noise that is even better than that. of classic polyurethane foams and polyethylene foams with non-perforated microcells. - Road noise test applicator evaluation
    [00195] The car test applicator, in the driving conditions described above, expressed the following opinion regarding the noise perceived in the driver/passenger compartment:
    Noise: +++ loud; ++ medium; + medium - low;
    [00196] Also from the opinion of the test applicator, it can be concluded that the tire according to the invention shows sound absorption performances comparable to, if not greater than, those of soundproof tires comprising polyurethane foams conventional.Assessment of the duration of sound absorbing foams
    [00197] A 275/45 R20 110W tire according to the invention (sample 3), inflated to a pressure of 0.3 MPa (3.0 bar), was subjected to a fatigue test in a closed fit which consisted of making it rotates at a constant speed of 80 km/h, at a temperature of 25°C, at a constant load of 1380 kg, on a street tire with a diameter of 2.0 m for 400 hours, checking the integrity of the absorbent layer of sound at 80-hour intervals, by stopping and dismounting the tyre. The tire according to the invention showed no signs of intermediate deterioration, and it exceeded the predetermined 400 hours without detachment or damage to the sound-absorbing layer.Assessment of the acoustic performance of sound-absorbing foams after the fatigue test
    [00198] The tire according to the invention (sample 3) was subjected, before and after the fatigue test in a semianechoic chamber described above, to the measurement of acoustic performance.
    [00199] Figure 7 reports the graphs of noise - measured in Pa according to the weighting curve "A" more similar to the human ear - produced by the tire according to the invention at the frequencies of 192 and 208 Hz, and in the range from 80 to 60 km/h, before and after the fatigue test. As seen in the superimposed curves, the sound-absorbing material surprisingly maintained the same sound-absorbing activity after 400 hours of shooting.
    权利要求:
    Claims (20)
    [0001]
    1. Soundproof tire (100) for vehicle wheels, comprising at least:- a sound-absorbing material (301) applied to at least a portion of the radially inner surface (113) of the tyre, preferably of the material layer impermeable elastomeric (112), wherein said sound-absorbing material comprises a foamed polyolefin material having closed macrocells characterized in that the closed macrocells are distinguished by an average size of at least 1.5mm in accordance with ASTM D3576.
    [0002]
    2. Tire (100) according to claim 1, characterized in that said closed macrocells are distinguished by an average size of at least 4 mm according to ASTM D3576.
    [0003]
    3. Tire (100) according to claim 1 or 2, characterized in that said foamed polyolefin material with closed macrocells comprises at least one perforation per 10 cm2 of at least one surface of the material itself.
    [0004]
    4. Tire (100) according to claim 3, characterized in that said foamed polyolefin material with closed macro cells comprises at least 30 perforations per 10 cm2 of at least one surface of the material itself.
    [0005]
    5. Tire (100) according to any one of the preceding claims, characterized in that said foamed polyolefin material with closed cells comprises an amount of cells in 25 mm less than 30.
    [0006]
    6. Tire (100) according to claim 5, characterized in that said foamed polyolefin material with closed cells comprises a number of cells in 25 mm less than 10.
    [0007]
    7. Tire (100) according to any one of claims 2 to 6, characterized in that said foamed polyolefin material with closed cells is in the form of a sheet with two opposite main surfaces and comprises at least one of two surfaces at least one perforation every 4 cm2.
    [0008]
    8. Tire (100) according to claim 7, characterized in that said blade shape comprises at least one perforation every 1 cm2 on at least one of the two surfaces.
    [0009]
    9. Tire (100) according to any one of the preceding claims, characterized in that said foamed polyolefin material with closed cells is obtained by expanding a polyolefin material selected from homo- and copolymers of ethylene, propylene , of C4-C20 alpha-olefin or mixtures thereof.
    [0010]
    10. Tire (100) according to claim 9, characterized in that said polyolefin material is a low density polyethylene (LDPE), with a density equal to or less than 0.940 g/cm3.
    [0011]
    11. Tire (100) according to any one of the preceding claims, characterized in that the foamed polyolefin material has a density not greater than 40 kg/m3.
    [0012]
    12. Tire (100) according to claim 11, characterized in that the foamed polyolefin material has a density not greater than 30 kg/m3.
    [0013]
    13. Tire (100) according to any one of claims 3 to 12, characterized in that the foamed polyolefin material comprises at least 10% of cells opened by the perforation.
    [0014]
    14. Tire (100) according to claim 13, characterized in that the foamed polyolefin material comprises at least 25% of cells opened by the perforation.
    [0015]
    15. Tire (100) according to any one of claims 3 to 14, characterized in that the foamed polyolefin material comprises at least one through perforation and at least one partial perforation.
    [0016]
    16. Tire (100) according to any one of claims 3 to 15, characterized in that the perforations of the perforated foamed polyolefin material are evenly distributed over the entire surface of the material.
    [0017]
    17. Tire (100) according to any one of the preceding claims 3 to 16, characterized in that the perforations of the perforated foamed polyolefin material have an average width greater than 0.01 mm.
    [0018]
    18. Tire (100) according to any one of the preceding claims, characterized in that the thickness of the foamed polyolefin material is greater than 5 mm.
    [0019]
    19. Tire (100) according to any one of the preceding claims, characterized in that said tire is high performance (HP High Performance) or ultra high performance (UHP Ultra High Performance).
    [0020]
    20. Process for producing a soundproof tire (100) for vehicle wheels, characterized in that it comprises: i) providing a vulcanized and molded tire; ii) optionally, cleaning at least a portion of the radially internal surface ( 113) of the tyre, and iii) applying a sound-absorbing material (301) to at least the optionally clean portion of the radially inner surface of the tire, wherein the sound-absorbing material comprises a foamed polyolefin material with closed macrocells distinguished by a average cell size of at least 1.5mm per ASTM D3576.
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    同族专利:
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    RU2017114340A3|2019-03-21|
    US20170305209A1|2017-10-26|
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    EP3201012B1|2018-12-12|
    EP3201012A1|2017-08-09|
    JP2017531586A|2017-10-26|
    US20200376905A1|2020-12-03|
    CN107107684A|2017-08-29|
    WO2016051371A1|2016-04-07|
    BR112017006635A2|2017-12-19|
    RU2684991C2|2019-04-16|
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    法律状态:
    2020-02-04| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-04-27| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-06-01| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 01/10/2015, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    ITMI2014A001741|2014-10-03|
    ITMI20141741|2014-10-03|
    PCT/IB2015/057517|WO2016051371A1|2014-10-03|2015-10-01|Soundproof tyre for vehicle wheels|
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