Noise reducing tire and wheel

Abstract

The application relates to a noise reduction tire and a wheel, the noise reduction tire comprising an outer tire, an inner tire and a noise reduction structure, an annular cavity structure being arranged between the inner wall of the outer tire and the outer wall of the inner tire, the noise reduction structure being annularly arranged in the cavity structure and fixedly connected to the inner wall of the outer tire, the noise reduction structure being provided with a resonance cavity and a sound transmission channel, and the resonance cavity being communicated with the cavity structure through the sound transmission channel. The noise reduction tire and the wheel provided by the application solve the problem of large tire noise during automobile driving.

Description

Technical Field

[0001] This application relates to the field of tire technology, and in particular to a noise-reducing tire and wheel. Background Technology

[0002] During vehicle operation, tires generate significant noise when in contact with the ground. As automotive technology continues to advance, customers have increasingly higher demands for vehicle quality, making tire noise a crucial aspect of quality improvement.

[0003] A common method to reduce noise during vehicle operation is to apply a layer of sound-absorbing cotton to the inside of the tire tread. However, the sound-absorbing effect of this cotton is relatively poor. Another method is to add a muffler to the outer circumference of the wheel rim. However, this requires machining an additional connecting structure on the outer circumference of the wheel rim to mount the muffler, thus increasing the machining difficulty of the wheel rim. Summary of the Invention

[0004] Therefore, it is necessary to provide a noise-reducing tire and wheel to solve the problem of excessive tire noise when a car is in motion.

[0005] This application provides a noise-reducing tire, which includes an outer tire, an inner tire, and a noise-reducing structure. An annular cavity structure is provided between the inner wall of the outer tire and the outer wall of the inner tire. The noise-reducing structure is arranged in a ring around the cavity structure and fixedly connected to the inner wall of the outer tire. The noise-reducing structure is provided with a resonant cavity and a sound transmission channel. The resonant cavity is connected to the cavity structure through the sound transmission channel.

[0006] In one embodiment, there are multiple resonant cavities, which are spaced apart circumferentially along the noise reduction structure. The sound transmission channel includes a transmission cavity extending circumferentially along the tire and an intake channel connecting the transmission cavity and the cavity structure, with each transmission cavity connecting to multiple resonant cavities. It is understood that this arrangement forms a two-stage resonance system, and the noise reduction effect of the noise reduction structure is greatly improved through two-stage resonance silencing.

[0007] In one embodiment, the axial direction of the noise reduction structure is defined as the width direction of the transmission cavity. Along the direction from the axis of the noise-reducing tire to the outer periphery of the noise-reducing tire, the width of the transmission cavity tends to increase. It can be understood that this arrangement is beneficial to increase the overall width of the noise reduction structure, so as to reserve a larger connection area for the support base.

[0008] In one embodiment, the noise reduction structure includes a main ring and a support base, with a transmission cavity located in the main ring. The support base is positioned between the main ring and the outer tire, with one end connected to the main ring and the other end extending towards the outer tire and abutting against the inner wall of the outer tire, thus creating a separation cavity between the main ring and the outer tire. This arrangement is intended to prevent the main ring from being damaged or deformed due to pressure on the outer tire during vehicle operation.

[0009] In one embodiment, one end of the sound inlet channel is connected to the main body ring, and the other end extends into the cavity structure. Furthermore, the cross-sectional area of ​​the sound inlet channel tends to increase along the direction from the outer periphery of the noise-reducing tire to the tire's axis. It is understood that this arrangement facilitates the entry of sound waves into the sound inlet channel.

[0010] In one embodiment, the noise reduction structure further includes a resonant protrusion, on which a resonant cavity is disposed. The resonant protrusion is connected to the noise reduction ring and protrudes from the surface of the noise reduction ring. It is understood that this arrangement allows for more space to be reserved for the resonant cavity.

[0011] In one embodiment, the resonant protrusion includes a first protrusion and a second protrusion disposed opposite to each other. One end of the first protrusion is connected to the main body ring, and the other end extends into the cavity structure. The first protrusion has a first cavity communicating with the transmission cavity. One end of the second protrusion is connected to the main body ring, and the other end extends into the partition cavity. The second protrusion has a second cavity communicating with the transmission cavity. The first cavity and the second cavity are disposed in a one-to-one correspondence, and the corresponding first cavity and second cavity are connected through the transmission cavity to form a resonant cavity. It can be understood that this arrangement can make full use of the space between the outer tire and the main body ring.

[0012] In one embodiment, the main ring comprises multiple arc-shaped ring segments, which are sequentially connected to form the main ring. It is understood that this arrangement allows for the machining of a corresponding arc-shaped transmission cavity within each arc-shaped ring segment, and facilitates the connection of each arc-shaped ring segment to the inner wall of the outer tire.

[0013] In one embodiment, the noise-reducing structure and the outer tire are integrally vulcanized molded parts. It is understood that this arrangement helps to improve the strength of the connection between the noise-reducing structure and the outer tire.

[0014] This application also provides a wheel, which includes a rim and a noise-reducing tire as described in any of the above embodiments, wherein the outer tire is fitted on the outer periphery of the rim and the inner tire is disposed between the outer tire and the rim.

[0015] The noise-reducing tire and wheel provided in this application form a resonant system where the resonant cavity and the sound transmission channel are connected. When the vehicle is in motion, the tire contacts the road surface, generating noise and compressing the cavity structure, allowing sound waves to penetrate into the cavity. Some of the sound waves then enter the sound transmission channel, where the air column is disturbed and moves towards the resonant cavity. The gas inside the resonant cavity is compressed, increasing the pressure and hindering the movement of the air column. This causes the air column to move towards the cavity structure again, thus reducing the pressure inside the resonant cavity and returning it to its original state of moving towards the cavity. This cycle repeats continuously. During this process, the frictional damping generated between the vibrating air and the inner wall of the resonant system converts sound energy into heat energy, resulting in noise reduction. Furthermore, sound waves with the same frequency as the resonant system resonate with it, maximizing the air amplitude and generating even greater frictional damping, causing more sound energy to be converted into heat energy and dissipated. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application or the conventional technology, the drawings used in the description of the embodiments or the conventional technology will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 A structural schematic diagram of a noise-reducing tire provided in this application. Figure 1 ;

[0018] Figure 2 A structural schematic diagram of a noise-reducing tire provided in this application. Figure 2 ;

[0019] Figure 3 A schematic diagram of a noise reduction structure provided in this application;

[0020] Figure 4 A schematic diagram of the structure of an arc-shaped ring segment provided in this application.

[0021] Reference numerals: 1. Outer tire; 2. Noise reduction structure; 22. Sound transmission channel; 221. Transmission cavity; 222. Sound inlet channel; 223. First sound transmission cavity; 224. Second sound transmission cavity; 23. Main body ring; 231. First segment; 232. Second segment; 233. Arc-shaped ring segment; 24. Support seat; 25. Resonant protrusion; 251. First protrusion; 252. Second protrusion; 3. Separating cavity; 4. Cavity structure. Detailed Implementation

[0022] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0023] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on the other component or there may be an intermediate component. When a component is considered to be "connected to" another component, it can be directly connected to the other component or there may be an intermediate component present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application's specification are for illustrative purposes only and do not represent the only possible implementation.

[0024] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0025] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature and the second feature are in indirect contact through an intermediate medium. Furthermore, "above," "over," and "on top" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0026] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The term "and / or" as used in this application includes any and all combinations of one or more of the associated listed items.

[0027] With the continuous advancement of automotive technology, customers have increasingly higher demands for vehicle quality, making tire noise reduction a crucial aspect of quality improvement. Common methods for reducing tire noise include applying a layer of sound-absorbing cotton to the inner side of the tire tread, but this method has relatively poor sound absorption. Another approach is to add a muffler to the outer circumference of the wheel rim; however, this requires additional machining of the rim's mounting structure, increasing the complexity of the rim's manufacturing process.

[0028] Please see Figures 1-4 To address the issue of significant tire noise during vehicle operation, this application provides a noise-reducing tire. Specifically, the noise-reducing tire includes an outer tire 1, an inner tube (not shown), and a noise-reducing structure 2. An annular cavity structure 4 is provided between the inner wall of the outer tire 1 and the outer wall of the inner tube. The noise-reducing structure 2 is arranged around the cavity structure 4 and fixedly connected to the inner wall of the outer tire 1. The noise-reducing structure 2 includes a resonant cavity and a sound transmission channel 22. The resonant cavity is connected to the cavity structure 4 through the sound transmission channel 22. The inner tube refers to an annular elastic tube with a tire valve for maintaining tire internal pressure.

[0029] The resonant cavity and the sound transmission channel 22 are connected to form a resonant system. When the vehicle is moving, the tire 1 contacts the road surface, generating noise and compressing the cavity structure 4, allowing sound waves to enter the cavity structure 4. Some of the sound waves then enter the sound transmission channel 22, where the air column is disturbed and moves towards the resonant cavity. The gas inside the resonant cavity is compressed, increasing the pressure and hindering the movement of the air column. The air column then moves towards the cavity structure 4, thus reducing the pressure inside the resonant cavity and causing it to move back towards the cavity structure 4. This cycle repeats. During this process, the frictional damping generated by the vibrating air and the inner wall of the resonant system converts sound energy into heat energy, thus achieving noise reduction. Furthermore, sound waves with the same frequency as the resonant system will resonate with it, maximizing the amplitude of the air and generating even greater frictional damping, causing more sound energy to be converted into heat energy and dissipated.

[0030] Furthermore, by using a noise reduction structure 2 ring-shaped arrangement on the inner wall of the outer tire 1, the resonance system is made closer to the sound source (the outer surface of the outer tire 1), thus shortening the propagation path of the sound waves and further improving the noise reduction effect.

[0031] In one embodiment, there are multiple resonant cavities, which are distributed circumferentially along the noise reduction structure 2. The sound transmission channel 22 includes a transmission cavity 221 extending circumferentially along the outer tire 1 and a sound inlet channel 222 connecting the transmission cavity 221 and the cavity structure 4. The transmission cavity 221 is connected to multiple resonant cavities respectively.

[0032] The sound inlet channel 222 and the transmission cavity 221 are connected to form a primary resonance system. Some sound waves enter the transmission cavity 221 through the sound inlet channel 222 and cause the air in the primary resonance system to vibrate. The frictional damping generated by the vibration causes the sound energy to be ultimately converted into heat energy and dissipated. The transmission cavity 221 and each resonant cavity connected to it constitute a secondary resonance system. Some sound waves in the transmission cavity 221 enter the resonant cavity and cause the air in the secondary resonance system to vibrate. The frictional damping generated by the vibration causes the sound energy to be ultimately converted into heat energy and dissipated. Through two-stage resonance silencing, the noise reduction effect of the noise reduction structure 2 is greatly improved.

[0033] Specifically, such as Figures 2-4 As shown, the transmission cavity 221 is annular, and the sound transmission channel 22 is elongated. There are multiple sound transmission channels 22, each connected to a sound transmission cavity. Furthermore, the resonant cavities are evenly spaced along the circumference of the noise reduction structure 2. Thus, multiple evenly distributed secondary resonant systems are formed along the axial direction of the noise reduction structure 2, resulting in a more uniform noise reduction effect at different locations on the noise-reducing tire.

[0034] In one embodiment, such as Figure 2 and Figure 3 As shown, the noise reduction structure 2 includes a main ring 23 and a support 24. The transmission cavity 221 is located in the main ring 23, and the support 24 is located between the main ring 23 and the outer tire 1. One end of the support 24 is connected to the main ring 23, and the other end extends toward the direction close to the outer tire 1 and abuts against the inner wall of the outer tire 1, so that a separation cavity 3 is formed between the main ring 23 and the outer tire 1.

[0035] The two ends of the support seat 24 support the inner wall of the main ring 23 and the outer tire 1 respectively, thereby keeping the main ring 23 and the outer tire 1 in a spaced state, avoiding the main ring 23 being crushed and deformed due to the outer tire 1 being squeezed when the vehicle is driving. In addition, the support seat 24 provides a connection position for the noise reduction structure 2 and the inner wall of the outer tire 1, making it convenient to connect the main ring 23 to the inner wall of the outer tire 1.

[0036] Furthermore, such as Figure 3 As shown, the cross-sectional area of ​​the support 24 increases along the direction from the axis of the noise-reducing tire to the outer periphery of the tire. This increases the connection area between the support 24 and the tire 1, thereby improving the strength of the connection between the support 24 and the tire 1.

[0037] Furthermore, in one embodiment, the noise reduction structure 2 and the outer tire 1 are integrally vulcanized molded parts. This improves the strength of the connection between the noise reduction structure 2 and the outer tire 1.

[0038] However, this is not the only embodiment. In other embodiments, the noise reduction structure 2 may also have the end of the support seat 24 directly bonded to the inner wall of the outer tire 1.

[0039] In one embodiment, such as Figure 4 As shown, the axial direction of the noise reduction structure 2 is defined as the width direction of the transmission cavity 221. Along the direction from the axis of the noise reduction tire to the outer periphery of the noise reduction tire, the width of the transmission cavity 221 tends to increase.

[0040] This increases the overall width of the noise reduction structure 2, providing a larger connection area for the support seat 24, which in turn increases the width of the support seat 24. This further increases the contact area between the support seat 24 and the inner wall of the tire 1, thereby improving the support of the support seat 24 on the main ring 23 and the tire 1.

[0041] Furthermore, such as Figure 4 As shown, the width of the main body ring 23 increases in a stepped manner along the direction from the axis of the noise-reducing tire to the outer periphery of the noise-reducing tire. Specifically, the main body ring 23 includes a first segment 231 and a second segment 232 integrally formed, wherein the support base 24 is connected to the second segment 232. The first segment 231 is provided with a first sound transmission cavity 223, and the second segment 232 is provided with a second sound transmission cavity 224. The cross-sectional area of ​​the first sound transmission cavity 223 is smaller than the cross-sectional area of ​​the second sound transmission cavity 224, and the first sound transmission cavity 223 and the second sound transmission cavity 224 are connected to form a transmission cavity 221.

[0042] Of course, it is not limited to this. In another embodiment, the width of the main ring 23 may increase uniformly along the direction from the axis of the noise-reducing tire to the outer periphery of the noise-reducing tire.

[0043] In one embodiment, such as Figure 2 As shown, one end of the sound inlet channel 222 is connected to the main body ring 23, and the other end extends into the cavity structure 4. Furthermore, along the direction from the outer periphery of the noise-reducing tire to the axis of the noise-reducing tire, the cross-sectional area of ​​the sound inlet channel 222 tends to increase.

[0044] That is, the sound inlet channel 222 is flared, which facilitates the entry of sound waves into the sound inlet channel 222. Specifically, the sound inlet channel 222 is connected to the first segment 231.

[0045] In one embodiment, such as Figure 3 As shown, the noise reduction structure 2 also includes a resonant protrusion 25, a resonant cavity is disposed on the resonant protrusion 25, and the resonant protrusion 25 is connected to the noise reduction ring and protrudes from the surface of the noise reduction ring.

[0046] The resonant protrusion 25 is connected to the noise reduction ring and protrudes from the surface of the noise reduction ring, which can increase the volume of the resonant protrusion 25, thereby reserving more space for setting the resonant cavity.

[0047] Furthermore, the support base 24 is provided with a cavity that communicates with the transmission cavity 221, and the volume of the support base 24 is different from the volume of the resonant protrusion 25.

[0048] The cavity and the transmission cavity 221 are connected to form a three-stage resonant system. Since the inherent frequency of each system is related to its own hardness, mass and external dimensions, by setting the volume of the support 24 to be different from the volume of the resonant protrusion 25, the frequency of the three-stage resonant system is different from the frequency of the two-stage resonant system. That is, the three-stage resonant system and the two-stage resonant system can absorb sound waves of different frequencies, thus further improving the noise reduction effect of the noise-reducing tire.

[0049] Furthermore, in one embodiment, as Figure 3 As shown, the resonant protrusion 25 includes a first protrusion 251 and a second protrusion 252 arranged opposite to each other. One end of the first protrusion 251 is connected to the main body ring 23, and the other end extends into the cavity structure 4. The first protrusion 251 has a first cavity that communicates with the transmission cavity 221. One end of the second protrusion 252 is connected to the main body ring 23, and the other end extends into the partition cavity 3. The second protrusion 252 has a second cavity that communicates with the transmission cavity 221. The first cavity and the second cavity are arranged in a one-to-one correspondence, and the corresponding first cavity and second cavity are connected through the transmission cavity 221 to form a resonant cavity.

[0050] It should be noted that "the first cavity and the second cavity are set in a one-to-one correspondence" means that the first cavity and the second cavity are set on both sides of the main body ring 23 along the radial direction of the main body ring 23.

[0051] With the overall volume of the resonant cavity being the same, by setting a first protrusion 251 located within the cavity structure 4 and a second protrusion 252 located within the partition cavity 3, the space between the outer tire 1 and the main body ring 23 can be fully utilized. However, this is not the only limitation; in other embodiments, the first cavity and the second cavity can also be arranged radially offset along the main body ring 23.

[0052] In one embodiment, the main body ring 23 includes multiple arc-shaped ring segments 233, which are sequentially connected to form the main body ring 23.

[0053] By setting up multiple segmented arc-shaped rings 233, it is convenient to process a corresponding arc-shaped transmission cavity 221 inside each arc-shaped ring 233, and to process a resonant cavity and an empty cavity connecting the arc-shaped transmission cavity 221 in each arc-shaped ring 233. Furthermore, it is convenient to connect each segment of the arc-shaped ring 233 to the inner wall of the outer tire 1.

[0054] Furthermore, the number of arc-shaped segments 233 is four, and each arc-shaped segment 233 has at least one sound inlet channel 222 and at least one support 24. Of course, the number of arc-shaped segments 233 can also be two, three, five, seven or eight, etc., which will not be listed here.

[0055] This application also provides a wheel, which includes a rim and a noise-reducing tire as described in any of the above embodiments. An outer tire 1 is fitted onto the outer periphery of the rim, and an inner tire is disposed between the outer tire 1 and the rim. The rim is used to mount and support the noise-reducing tire.

[0056] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0057] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the scope of protection of this application. Therefore, the patent protection scope of this application should be determined by the appended claims.

Claims

1. A noise-reducing tire, characterized in that, The device includes an outer tire (1), an inner tube, and a noise reduction structure (2). An annular cavity structure (4) is provided between the inner wall of the outer tire (1) and the outer wall of the inner tube. The noise reduction structure (2) is arranged around the cavity structure (4) and fixedly connected to the inner wall of the outer tire (1). The noise reduction structure (2) is provided with a resonant cavity and a sound transmission channel (22). The resonant cavity is connected to the cavity structure (4) through the sound transmission channel (22). The sound transmission channel (22) includes a transmission cavity (221) extending circumferentially along the outer tire (1) and a sound inlet channel (222) connecting the transmission cavity (221) and the cavity structure (4), and the transmission cavity (221) is connected to a plurality of the resonant cavities respectively; The noise reduction structure (2) includes a main ring (23) and a support seat (24). The transmission cavity (221) is located in the main ring (23). The support seat (24) is located between the main ring (23) and the outer tire (1). One end of the support seat (24) is connected to the main ring (23), and the other end extends toward the outer tire (1) and abuts against the inner wall of the outer tire (1), so that a partition cavity (3) is formed between the main ring (23) and the outer tire (1). The noise reduction structure (2) also includes a resonant protrusion (25), and the resonant cavity is disposed on the resonant protrusion (25). The support base (24) is provided with a cavity that communicates with the transmission cavity (221), and the volume of the support base (24) is different from the volume of the resonant protrusion (25).

2. The noise-reducing tire according to claim 1, characterized in that, The number of resonant cavities is multiple, and the multiple resonant cavities are distributed circumferentially along the noise reduction structure (2).

3. The noise-reducing tire according to claim 1, characterized in that, The axial direction of the noise reduction structure (2) is defined as the width direction of the transmission cavity (221). Along the direction from the axis of the noise reduction tire to the outer periphery of the noise reduction tire, the width of the transmission cavity (221) tends to increase.

4. The noise-reducing tire according to claim 1, characterized in that, One end of the sound inlet channel (222) is connected to the main body ring (23), and the other end extends into the cavity structure (4). Furthermore, along the direction from the outer periphery of the noise-reducing tire to the axis of the noise-reducing tire, the cross-sectional area of ​​the sound inlet channel (222) tends to increase.

5. The noise-reducing tire according to claim 1, characterized in that, The resonant protrusion (25) is connected to the main body ring (23) and protrudes from the surface of the main body ring (23).

6. The noise-reducing tire according to claim 5, characterized in that, The resonant protrusion (25) includes a first protrusion (251) and a second protrusion (252) disposed opposite to each other. One end of the first protrusion (251) is connected to the main body ring (23), and the other end extends into the cavity structure (4). The first protrusion (251) is provided with a first cavity that communicates with the transmission cavity (221). One end of the second protrusion (252) is connected to the main body ring (23), and the other end extends into the partition cavity (3). The second protrusion (252) is provided with a second cavity that communicates with the transmission cavity (221). The first cavity and the second cavity are arranged in a one-to-one correspondence, and the corresponding first cavity and the second cavity are connected through the transmission cavity (221) to form the resonant cavity.

7. The noise-reducing tire according to claim 1, characterized in that, The main ring (23) includes multiple arc-shaped ring segments (233), and the multiple arc-shaped ring segments (233) are connected in sequence to form the main ring (23).

8. The noise-reducing tire according to claim 1, characterized in that, The noise reduction structure (2) and the outer tire (1) are integrally vulcanized molded parts.

9. A wheel, characterized in that, The tire includes a rim and a noise-reducing tire as described in any one of claims 1 to 8, wherein the outer tire (1) is fitted on the outer periphery of the rim and the inner tire is disposed between the outer tire (1) and the rim.

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