A low-noise pneumatic tire

Abstract

The invention discloses a low-noise pneumatic tire, which is characterized in that: a sound-absorbing body is arranged in the annular tire cavity formed by the inner surface of the tread and the rim; The sound-absorbing bodies are arranged at equal intervals along the tire circumferential direction in the tire cavity, and the sound-absorbing bodies at radially symmetrical positions of the tire are monomers with the same density and shape, forming radial symmetry. The invention can effectively reduce the noise generated by the cavity resonance of the tire and reduce the vibration energy of the tire when running.

Description

technical field [0001] The present invention relates to a pneumatic tire, and more particularly, to a pneumatic tire capable of reducing and absorbing tire vibration and cavity resonance noise in a cavity. Background technique [0002] Noise is an important indicator of the driving comfort of a passenger car. When the car is running, the cavity resonance sound generated by the cavity formed between the pneumatic tire and the rim is one of the important sources of car noise. The peak frequency of cavity resonance noise is related to the size of the tire cavity. Generally, there is an obvious and sharp resonance peak between 150Hz and 250Hz, which brings unpleasant feelings to the passengers in the car. [0003] In order to reduce the resonance noise of the tire cavity, there are corresponding measures at present, such as the scheme of arranging porous sound-absorbing materials with a rectangular cross section or a zigzag, trapezoidal or irregular pattern on one side of the cr...

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Problems solved by technology

[0004] 1. When the porous sound-absorbing material is arranged on the whole circle, the noise energy range is narrow and the frequency is single. In order to achieve a good noise reduction effect, the volume of the material often needs to be increased, but the relevant form increases the weight of the tire, and the porous absorbing The amount of acoustic material is large and the cost is high, which not only affects the heat dissipation of the tire, but also increases the fuel consumption of the car and reduces the driving stability

[0005] 2. Since the sound mode shape of the tire cavity between 150 and 250 Hz is distributed along the tire circumference, the sound-absorbing material layer laid along the entire circumference of the tire is usually parallel to the sound mode shape, and there is only a single The pore surface faces the tire cavity, so the sound absorption performance of the sound-absorbing material cannot be fully exerted, which greatly reduces the sound-absorbing effect

[0006] 3. The porous sound-absorbing material is arranged in the whole circle. When the surface or side of the material is in a regular or irregular curve, although the range of noise energy and the frequency range of action are increased, the noise reduction effect is better than that of a conventional cross-section with a rectangular shape. In terms of the scheme, there is not much difference; and due to the overall laying and small thickness, it cannot completely absorb the sound field inside the tire effectively. Improve the flexibility of the tire and increase the risk of driving

[0007] 4. The partition made of porous sound-absorbing material is used to cut off the tire cavity, which really changes the shape and size of the tire cavity and realizes the energy dispersion. The sound absorption and energy dissipation effect of the material does make the resonance noise of the tire cavity get better. However, compared with the whole circle laying scheme, the increase is not obvious, and the partition itself is thin and soft. Although it plays a certain role in partitioning, it is not conducive to the flow of gas in the tire. When the car is running, the partition is very susceptible to damage. damage, increasing the risk of driving

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