Tire assembly and vehicle

Abstract

The invention discloses a tire assembly and a vehicle. The tire assembly comprises a rim, a tire body assembled to the rim and a noise reduction structure arranged on the rim. The rim comprises a rim body and a pair of tire assembling parts arranged at the two ends of the rim body. The tire body comprises a tire body main body and a pair of rim connecting parts arranged at the two ends of the tire body main body. The rim connecting part is in sealed connection with the tire mounting part, so that the rim and the tire body are encircled to form a cavity. One side of the noise reduction structure abuts against the rim body, and the other side of the noise reduction structure extends in the direction of the tire body body. According to the tire assembly, noise generated by air flow and rim vibration is reduced, and the NVH performance of a vehicle is improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle parts, in particular to a tire assembly and a vehicle. Background Art

[0002] With the continuous development of the vehicle industry, vehicles have gradually become popular, and users' requirements for vehicle NVH performance have gradually increased. NVH is the abbreviation of noise, vibration and harshness, and is a comprehensive indicator for measuring vehicle quality. Tire components are important components related to NVH performance, mainly including tire body and rim. Tire components can support the vehicle body, buffer external impact, achieve contact with the road surface and ensure the driving performance of the vehicle. Traditional rims are thin, and when the vehicle is running, the rim vibrates violently. In addition, the cavity in the tire body is flat and wide. When the vehicle is running, the gas in the cavity flows violently, causing a lot of noise, making the vehicle's NVH performance poor.

[0003] Therefore, it is necessary to provide an improved tire assembly and vehicle to solve the above problems. Summary of the invention

[0004] The present application provides a tire assembly and a vehicle with low noise and good NVH performance.

[0005] The present application provides a tire assembly, including a rim, a tire body assembled to the rim, and a noise reduction structure arranged on the rim;

[0006] The rim includes a rim body and a pair of tire assembly parts arranged at two ends of the rim body; the tire body includes a tire body and a pair of rim connection parts arranged at two ends of the tire body; the rim connection part is sealed and connected with the tire assembly part, so that the rim and the tire body are combined to form a cavity;

[0007] One side of the noise reduction structure is in contact with the rim body, and the other side of the noise reduction structure extends toward the tire body.

[0008] Further, the noise reduction structure comprises a barrier, one side of the barrier abuts against the rim body, the other side of the barrier extends to abut against the tire body, and the barrier divides the cavity into at least two mutually isolated sub-cavities.

[0009] Furthermore, a first protrusion and a second protrusion are provided on the rim body, the first protrusion and the second protrusion are arranged opposite to each other, and the blocking member is clamped between the first protrusion and the second protrusion.

[0010] Furthermore, the noise reduction structure comprises a plurality of the barrier members, and the plurality of the barrier members are arranged at intervals along the axial direction of the rim.

[0011] And / or, the barrier member is an elastic member.

[0012] Furthermore, a connecting surface is provided on one side of the barrier member abutting against the rim body, and the connecting surface is glued to the rim body.

[0013] Furthermore, the noise reduction structure includes a reinforcement member; a rim outer surface is provided on a side of the rim body facing the tire body, and the reinforcement member is fixed to the rim outer surface.

[0014] Furthermore, the reinforcement comprises a pair of side surfaces and an outer arc surface, the pair of side surfaces extend from the outer surface of the rim in a direction away from the rim body and approach each other, and the outer arc surface connects the pair of side surfaces.

[0015] Furthermore, the reinforcement member further comprises a rib plate, and the rib plate is connected between the side surface and the outer surface of the rim to form an inclined structure. Furthermore, in the axial direction along the rim, the projection of the reinforcement member is located within the projection of the tire assembly portion;

[0016] And / or, the reinforcement is annular and is integrally formed with the rim.

[0017] The present application also provides a vehicle, comprising the above tire assembly.

[0018] The tire assembly of the present application reduces the air flow distance in the cavity by providing a noise reduction structure extending from the rim body to the tire body body, while enhancing the stiffness of the rim, increasing the natural frequency of the rim, reducing the noise generated by air flow and rim vibration, and improving the NVH performance of the vehicle.

[0019] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present specification. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the specification and, together with the description, serve to explain the principles of the specification.

[0021] Figure 1 It is a perspective exploded view of a partial structure of a tire assembly in an exemplary embodiment of the present application;

[0022] Figure 2 It is a structural schematic diagram of a tire assembly provided with a barrier member in an exemplary embodiment of the present application;

[0023] Figure 3 for Figure 1 Structural diagram of the middle rim;

[0024] Figure 4 This is a structural diagram of a rim provided with a reinforcement member in an exemplary embodiment of the present application;

[0025] Figure 5 for Figure 4 The enlarged view of point A in the middle;

[0026] Figure 6 It is a structural schematic diagram of a tire assembly provided with a reinforcement member in an exemplary embodiment of the present application;

[0027] Figure 7 It is a structural schematic diagram of a tire assembly provided with a barrier member and a reinforcement member in an exemplary embodiment of the present application;

[0028] Figure 8 It is a schematic structural diagram of a tire assembly provided with a barrier member and a reinforcement member in another exemplary embodiment of the present application.

[0029] Explanation of the reference numerals: rim, 10; rim body, 11; cylindrical section, 111; conical section, 112; first protrusion, 113; second protrusion, 114; rim outer surface, 115; tire assembly part, 12; tire body, 20; cavity, 200; sub-cavity, 201; central cavity, 2011; tire body, 21; rim connecting part, 22; barrier, 30; connecting surface, 31; reinforcement, 40; side, 41; outer arc surface, 42; rib plate, 43; hub, 50. DETAILED DESCRIPTION

[0030] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementations described in the following exemplary embodiments do not represent all implementations consistent with this specification. Instead, they are merely examples of devices and methods consistent with some aspects of this specification as detailed in the appended claims.

[0031] The terms used in this application are only for the purpose of describing specific embodiments and are not intended to limit this application. Unless otherwise defined, the technical terms or scientific terms used in this specification should be understood by people with ordinary skills in the field to which this application belongs. The words "first", "second" and similar words used in this specification and claims do not indicate any order, quantity or importance, but are only used to distinguish different components. Similarly, words such as "one" or "one" do not indicate a quantitative limit, but indicate the existence of one. "Multiple" or "several" means two or more. Unless otherwise specified, words such as "front", "rear", "lower" and / or "upper" are only for the convenience of explanation and are not limited to one position or one spatial orientation. Words such as "include" or "comprise" mean that the elements or objects appearing in front of "include" or "comprise" include the elements or objects listed after "include" or "comprise" and their equivalents, and do not exclude other elements or objects. Words such as "connect" or "connected" are not limited to physical or mechanical connections, and can include electrical connections, whether direct or indirect.

[0032] The terms used in this specification are for the purpose of describing specific embodiments only and are not intended to limit the present application. The singular forms of "a", "the" and "the" used in this specification and the appended claims are also intended to include plural forms unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used herein refers to and includes any or all possible combinations of one or more associated listed items.

[0033] Next, the embodiments of this specification are described in detail.

[0034] like Figure 1 and Figure 2 As shown, the present application discloses a tire assembly, including a rim 10, a tire body 20, a noise reduction structure and a wheel hub 50. The rim 10 includes a rim body 11 and a pair of tire assembly parts 12 arranged at both ends of the rim body 11. The tire body 20 includes a tire body 21 and a pair of rim connection parts 22 arranged at both ends of the tire body 21. The rim connection part 22 is sealedly connected to the tire assembly part 12, so that the rim 10 and the tire body 20 are surrounded to form a cavity 200. One side of the noise reduction structure abuts against the rim body 11. The other side of the noise reduction structure extends in the direction of the tire body 21.

[0035] The noise reduction structure includes a barrier 30 and / or a reinforcement 40. The barrier 30 or the reinforcement 40 can be arranged on the rim 10 according to requirements, and either one or both can be arranged on the rim 10. The present application also discloses a vehicle, including the above tire assembly.

[0036] like Figures 1 to 3 As shown, only a barrier 30 is provided on the rim 10. One side of the barrier 30 abuts against the rim body 11. The other side of the barrier 30 extends to abut against the tire body 21. The barrier 30 divides the cavity 200 into at least two mutually isolated sub-cavities 201, reducing the flow of air in the cavity 200 and reducing the noise generated by the air flow.

[0037] When the vehicle is running, the tire assembly receives impact from the road surface, causing the air in the cavity 200 to flow, and the air flows and collides with each other and makes noise. Under the action of the barrier 30, the air is restricted to move in each sub-cavity 201, and the air flow between different sub-cavities 201 is isolated, which shortens the air flow distance, reduces collisions, reduces noise, and improves the NVH performance of the vehicle.

[0038] like Figure 3 As shown, the rim 10 is cylindrical. The rim body 11 includes a cylindrical section 111 and a conical section 112. The conical section 112 is provided to facilitate molding and demoulding during casting. The direction in which the opening of the conical section 112 increases is toward the vehicle, which is conducive to assembling the tire assembly to the vehicle through the wheel hub 50.

[0039] The rim body 11 is provided with a first protrusion 113 and a second protrusion 114. The first protrusion 113 and the second protrusion 114 are arranged opposite to each other. The barrier 30 is clamped between the first protrusion 113 and the second protrusion 114. By providing the first protrusion 113 and the second protrusion 114, the barrier 30 can be better fixed to the rim body 11 to prevent the barrier 30 from moving. The barrier 30 can remain in contact with the rim 10, and the plurality of sub-cavities 201 can be maintained in a mutually isolated state, effectively reducing the air flow in the cavity 200.

[0040] In one embodiment, at least one of the first protrusion 113 and the second protrusion 114 is annular and is integrally formed with the rim body 11. The cross-sectional shape of the annular shape is not limited, for example, it is square, trapezoidal, fan-shaped, etc. When the first protrusion 113 and the second protrusion 114 are both annular, they can contact the barrier 30 with a larger area, thereby obtaining a better fixing effect. The first protrusion 113 and the second protrusion 114 are integrally formed with the rim body 11, which is conducive to the manufacture of the rim 10, is convenient for processing, and improves production efficiency. At the same time, the integrated structure can improve the rigidity of the rim 10 itself, reduce vibration, and reduce vibration noise.

[0041] In other embodiments, the structural form of the first protrusion 113 and the second protrusion 114 is not limited. For example, the first protrusion 113 and the second protrusion 114 can each be a plurality of spaced protrusions, and each can be arranged along the circumferential direction. The first protrusion 113 and the second protrusion 114 can also be staggered. The first protrusion 113 and the second protrusion 114 can also be arranged as independent parts, which are separated from the rim 10 and fixed to the rim body 11 by welding or the like.

[0042] The barrier 30 is annular and can be one or more. When the barrier 30 is one, it can be disposed in the middle of the rim body 11 so that the volumes of the two sub-cavities 201 are the same. When the vehicle turns, the sub-cavities 201 at different positions will be subjected to different impacts, and the intensity of the air flow inside them will also be different. Therefore, disposing the barrier 30 in the middle of the rim body 11 can make the tire assembly have less noise when the vehicle turns left and right, prevent the vehicle from making loud noise when turning to one side, and improve the user's driving experience.

[0043] When the number of the barrier members 30 is set to be multiple, the barrier members 30 divide the cavity 200 into three or more sub-cavities 201. The multiple barrier members 30 can be evenly arranged along the axial direction of the rim body 11, that is, Figure 3 The L1 direction shown in FIG. is evenly arranged. This is beneficial to processing and improves production efficiency. The cavity 200 can also be divided into a plurality of sub-cavities 201 of the same volume to prevent the noise of the vehicle when driving in a certain direction from being greater than that in other directions, thereby improving user experience.

[0044] In one embodiment, the barrier 30 is an elastic member. During assembly, the barrier 30 is pulled open to deform, the inner hole of the barrier 30 becomes larger, and the barrier 30 is sleeved onto the rim 10. The barrier 30 is fixed to the rim 10 under its own elastic force, and the assembly efficiency is high. The elastic member can cooperate with the first protrusion 113 and the second protrusion 114 to obtain a better fixing effect.

[0045] At the same time, since the tire body 20 will be deformed when the vehicle is running, by setting the barrier 30 as an elastic member, it can be ensured that the barrier 30 is always in contact with the rim body 11 and the tire body 21, preventing the air between different sub-cavities 201 from circulating with each other, so as to avoid the noise caused by the air circulation between different sub-cavities 201. On the other hand, since the barrier 30 is elastic, when the air between the sub-cavities 201 hits the barrier 30, the barrier 30 can absorb a certain impact and reduce the vibration generated, so as to achieve a certain effect of reducing noise.

[0046] In other embodiments, the specific structural form of the barrier 30 assembled to the rim body 11 is not limited, and one side of the barrier 30 abuts against the rim body 11, and the other side abuts against the tire body 21. For example, the barrier 30 can be a rigid member and fixed to the rim body 11 by welding. The barrier 30 can also be integrally formed with the rim body 11.

[0047] like Figure 1 As shown, a connection surface 31 is provided on one side of the barrier 30 abutting against the rim body 11. The connection surface 31 is glued to the rim body 11. By gluing, the fixing strength of the barrier 30 can be enhanced. At the same time, gluing can play a certain sealing role, preventing the air between different sub-cavities 201 from circulating with each other, so as to reduce noise and improve the NVH performance of the vehicle.

[0048] like Figures 4 to 6 As shown, only a reinforcement member 40 is provided on the rim 10. A rim outer surface 115 is provided on the side of the rim body 11 facing the tire body 21. The reinforcement member 40 is fixed to the rim outer surface 115. Since the thickness of the rim body 11 is relatively thin, only about 4 mm, the rim body 11 is prone to vibration and generates a large working noise during operation. By fixing the reinforcement member 40 on the rim outer surface 115, the strength of the rim 10 can be enhanced, its natural frequency can be increased, the vibration of the rim 10 can be reduced, and the working noise generated when the rim 10 vibrates can be reduced.

[0049] At the same time, the reinforcement 40 can block the air flow in the cavity 200 to a certain extent, reducing the noise generated by the air flow. By reducing the vibration noise of the rim 10 and the air flow noise in the cavity 200, the overall working noise of the tire assembly is reduced, and the NVH performance of the vehicle is improved.

[0050] In one embodiment, the reinforcement member 40 is annular and is integrally formed with the rim 10. The cross section of the annular shape is not limited, and may be, for example, square, semicircular, triangular, trapezoidal, etc. The annular reinforcement member 40 can uniformly increase the strength of the rim body 11 in the circumferential direction, and can make the strength of the rim body 11 along the circumferential direction the same, and its natural frequency is the same, so as to avoid resonance between a part of the rim body 11 and the impact vibration from the road surface at some frequencies. The integral formation of the reinforcement member 40 and the rim 10 can improve the production efficiency of the rim 10. At the same time, the integrated structure has a higher strength, further reducing the vibration of the rim 10 and reducing the vibration noise it emits.

[0051] In other embodiments, the structural form of the reinforcement member 40 and the fixing relationship between the reinforcement member 40 and the rim 10 are not limited. For example, the reinforcement member 40 can be a hemispherical, square or terraced convex block, the number of which can be set to a plurality and can be distributed in an array on the rim outer surface 115. The reinforcement member 40 can be fixed to the rim outer surface 115 by being integrally formed with the rim 10, or it can be a separate part from the rim 10 and fixed to the rim outer surface 115 by welding, screwing, etc.

[0052] like Figure 4 and Figure 5 As shown, the reinforcement member 40 includes a pair of side surfaces 41. The pair of side surfaces 41 extend from the rim outer surface 115 in a direction away from the rim body 11 and are close to each other. Figure 4 In the direction L1 shown in the figure, the distance between the pair of side surfaces 41 gradually decreases in the direction away from the rim body 11, and the connection between the reinforcement 40 and the rim outer surface 115 has a large thickness. The connection bears two forces, one is the impact force transmitted by the rim body 11, and the other is the internal stress of the reinforcement 40 itself on the connection. By increasing the thickness of the connection, the rigidity of the reinforcement 40 can be improved, the vibration and vibration noise of the reinforcement 40 can be reduced, and the working noise of the tire assembly as a whole can be reduced.

[0053] In one embodiment, the reinforcement 40 further includes an outer arc surface 42. The outer arc surface 42 connects a pair of side surfaces 41. By providing the outer arc surface 42, the thickness of the end of the reinforcement 40 away from the rim outer surface 115 can be increased to avoid vibration caused by too thin thickness. During manufacturing, the rim 10 is initially formed by casting, and the outer arc surface 42 is formed by CNC machining. In other embodiments, the outer arc surface 42 may not be provided, and the pair of side surfaces 41 extend and intersect. During manufacturing, the rim 10 directly enters the subsequent process flow after the initial forming, thereby improving production efficiency.

[0054] In another embodiment, the reinforcement member 40 further includes a rib plate 43. The rib plate 43 is connected between the side surface 41 and the rim outer surface 115 to form an inclined structure. By providing the rib plate 43, the strength of the rim 10 can be further improved, the vibration of the rim 10 can be reduced, and its working noise can be reduced, thereby improving the NVH performance of the vehicle.

[0055] In the axial direction along the rim 10, the projection of the reinforcement member 40 is located inside the projection of the tire assembly portion 12. Figure 4Observed from the direction L1 shown in FIG. 1 , the reinforcement member 40 does not extend beyond the tire assembly portion 12, which can reduce the distance between the outermost end of the reinforcement member 40 and the outer surface 115 of the rim, and prevent the reinforcement member 40 from extending too long. On the one hand, the weight of the rim 10 as a whole can be reduced. On the other hand, if the reinforcement member 40 extends too long, the reinforcement member 40 is prone to vibration. At the same time, it is beneficial to the installation of the tire body 20.

[0056] In other embodiments, the reinforcement 40 may also extend beyond the tire assembly portion 12. To reduce vibration of the reinforcement 40, the thickness of the connection between the reinforcement 40 and the rim outer surface 115 may be increased. The reinforcement 40 may extend to abut against the tire body 21 to block the gas flow in the cavity 200 to the greatest extent. The reinforcement 40 may also not abut against the tire body 21 to reduce the extension length of the reinforcement 40 and prevent the reinforcement 40 from vibrating due to excessive length.

[0057] One or more reinforcement members 40 may be disposed on the rim outer surface 115. The reinforcement member 40 may be disposed near the middle of the rim body 11. Since both ends of the rim body 11 are close to the tire assembly portion 12, and the tire assembly portion 12 itself is supported by spokes and other parts and has a relatively large rigidity, arranging the reinforcement member 40 at the center of the rim body 11 can better improve the rigidity of the rim 10 as a whole.

[0058] The specific number and distribution of the reinforcement members 40 are not limited. For example, when the number of reinforcement members 40 is one, it can be arranged in the middle of the rim body 11. When the number of reinforcement members 40 is multiple, the rim body 11 is equally divided into three sections along the axial direction, and the multiple reinforcement members 40 can be located in the middle section. Specifically, when the number of reinforcement members 40 is an even number, the reinforcement members 40 can be symmetrically distributed on both sides of the middle of the rim body 11. When the number of reinforcement members 40 is an odd number, one reinforcement member 40 can be located in the middle of the rim body 11, and the remaining reinforcement members 40 can be symmetrically distributed on both sides of the middle of the rim body 11.

[0059] like Figures 7 and 8 As shown, the barrier 30 and the reinforcement 40 can be provided on the rim 10 at the same time. On the one hand, the barrier 30 divides the cavity 200 into at least two sub-cavities 201, thereby reducing the noise generated by air flow. On the other hand, the reinforcement 40 can improve the strength of the rim 10 and reduce the noise generated by the vibration of the rim 10. At the same time, the rim vibration noise and the air flow noise are reduced, which greatly reduces the noise of the tire as a whole and improves the NVH performance of the vehicle.

[0060] The specific number and distribution of the barrier 30 and the reinforcement 40 are not limited, and each can be one or more, and the barrier 30 and the reinforcement 40 can be set according to specific work requirements. If the gas flow noise of the cavity 200 is large, multiple barrier 30 can be set to increase the number of sub-cavities 201 through multiple barrier 30, and further reduce the noise generated by the air flow. If the vibration noise generated by the rim 10 is large, multiple reinforcement 40 can be set to further improve the strength of the rim 10 through multiple reinforcement 40, reduce vibration, and reduce noise.

[0061] In some embodiments, the reinforcement member 40 is disposed in at least one sub-cavity 201. For example, multiple reinforcement members 40 may be disposed in one sub-cavity 201 to reinforce the weaker area on the rim 10. A reinforcement member 40 may also be disposed in each sub-cavity 201 to improve the overall strength of the rim 10. Reinforcements 40 may also be disposed in only some sub-cavities 201 to improve the local strength of the rim 10. At the same time, reinforcement members 40 may also be arranged in one, some or all sub-cavities 201 according to the intensity of the air flow in the sub-cavity 201 to block the air flow and reduce vibration noise.

[0062] Specifically, Figure 7 In the embodiment shown, two blocking members 30 and two reinforcing members 40 are arranged on the rim 10. The two blocking members 30 are symmetrically arranged on both sides of the rim body 11, and the cavity 200 is divided into three sub-cavities 201. The sub-cavity 201 includes a central cavity 2011 located in the middle. The two reinforcing members 40 are both arranged in the central cavity 2011. For areas with more straight sections, the central cavity 2011 is subjected to more impact, and the air flow inside is more intense. By arranging the reinforcing members 40 in the central cavity 2011, the air flow in the central cavity 2011 can be better blocked, and the noise generated by the air flow can be reduced.

[0063] In this embodiment, the number of the reinforcing member 40 can be one or more, and it only needs to be disposed in the central cavity 2011. The number of the blocking members 30 can also be more. Specifically, when the number of the blocking members 30 is an even number, the number of the sub-cavities 201 is an odd number, and the central cavity 2011 is a sub-cavity 201 in the middle position. When the number of the blocking members 30 is an odd number, the number of the sub-cavities 201 is an even number, and the central cavity 2011 is composed of two sub-cavities 201 in the middle position.

[0064] like Figure 8In the embodiment shown, a barrier 30 and two reinforcements 40 are provided on the rim 10. The two reinforcements 40 are arranged on both sides of the barrier 30. For areas with many turning sections, the sub-cavities 201 on both sides are subjected to more impacts, and the air flow inside is more intense. A reinforcement 40 is provided in each sub-cavity 201, and the air flow in all sub-cavities 201 is blocked to a certain extent, reducing the noise generated by the air flow.

[0065] Since the tire assembly of the present application has less noise, the vehicle of the present application has better NVH performance. The vehicle of the present application can be an electric vehicle, a fuel vehicle or a hybrid vehicle.

[0066] The above is only a preferred implementation mode of the present application, and does not constitute any form of limitation to the present application. Although the present application has been disclosed as a preferred implementation mode as above, it is not used to limit the present application. Any technician familiar with this profession can make some changes or modify the technical contents disclosed above into equivalent implementation modes without departing from the scope of the technical solution of the present application. However, any simple modification, equivalent change and modification made to the above implementation modes based on the technical essence of the present application without departing from the content of the technical solution of the present application still fall within the scope of the technical solution of the present application.

Claims

1. A tire assembly, characterized in that: include: A rim, a tire casing assembled to the rim, and a noise reduction structure disposed on the rim; The rim includes a rim body and a pair of tire assembly parts arranged at two ends of the rim body; the tire body includes a tire body and a pair of rim connection parts arranged at two ends of the tire body; the rim connection part is sealed and connected with the tire assembly part, so that the rim and the tire body are combined to form a cavity; One side of the noise reduction structure abuts against the rim body, and the other side of the noise reduction structure extends toward the tire body.

2. The tire assembly according to claim 1, characterized in that The noise reduction structure comprises a barrier, one side of which abuts against the rim body, and the other side of which extends to abut against the tire body, and the barrier divides the cavity into at least two mutually isolated sub-cavities.

3. The tire assembly according to claim 2, characterized in that The rim body is provided with a first protrusion and a second protrusion, the first protrusion and the second protrusion are arranged opposite to each other, and the blocking member is clamped between the first protrusion and the second protrusion.

4. The tire assembly according to claim 2, characterized in that: The noise reduction structure comprises a plurality of the barrier members, and the plurality of the barrier members are arranged at intervals along the axial direction of the rim; And / or, the barrier member is an elastic member.

5. The tire assembly according to claim 2, characterized in that: A connecting surface is provided on one side of the barrier member abutting against the rim body, and the connecting surface is glued to the rim body.

6. The tire assembly according to claim 1, characterized in that The noise reduction structure includes a reinforcement member; a rim outer surface is provided on a side of the rim body facing the tire body, and the reinforcement member is fixed to the rim outer surface.

7. The tire assembly according to claim 6, characterized in that The reinforcement comprises a pair of side surfaces and an outer arc surface. The pair of side surfaces extend from the outer surface of the rim in a direction away from the rim body and are close to each other. The outer arc surface connects the pair of side surfaces.

8. The tire assembly according to claim 7, characterized in that The reinforcement also includes a rib plate, which is connected between the side surface and the outer surface of the rim to form an inclined structure.

9. The tire assembly according to claim 6, characterized in that: In the axial direction along the rim, the projection of the reinforcement is located within the projection of the tire assembly portion; And / or, the reinforcement is annular and is integrally formed with the rim.

10. A vehicle, characterized in that: include: A tire assembly as claimed in any one of claims 1 to 9.

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