Tire with low air cavity noise

Abstract

The invention provides a low-cavity noise tire, which relates to the field of tire noise reduction, and comprises a tire body and a plurality of cavity resonance energy absorption systems, the plurality of cavity resonance energy absorption systems are used for absorbing vibration kinetic energy generated in the cavities due to tire rotation; the cavity resonance energy absorption system comprises a cavity resonance energy absorption device and a connecting piece, and the two sides of the connecting piece are glued to the cavity resonance energy absorption device and the tire body respectively. The cavity resonance energy absorption system with a certain size is reasonably arranged to eliminate cavity resonance generated in the tire, kinetic energy generated by the cavity resonance is converted into heat energy, then the heat energy is dissipated in a heat radiation mode, finally, the cavity resonance noise generated in the high-speed rotation process of the tire is reduced, and the service life of the tire is prolonged. And the driving experience is optimized.

Description

Technical Field

[0001] The invention relates to the technical field of tire noise reduction, and in particular to a tire with low cavity noise. Background Art

[0002] Tires are complex commodities that consist of a variety of materials, including rubber, steel wire, and fabric. The main functions of tires include rolling, carrying loads, steering vehicles, transmitting braking force and power output, absorbing noise and mechanical vibrations, etc. Tires usually consist of three parts: outer tube, inner tube, and flap. There are also types that do not require inner tube. Tires can be divided into radial tires and bias tires according to the carcass structure. The cord arrangement direction of radial tires is at a 90-degree angle to the centerline of the tread. The design and manufacturing process of tires needs to consider their load-bearing performance, traction performance, and cushioning performance to ensure high wear resistance and flex resistance when used under complex and harsh conditions. In addition, tires are also divided into pneumatic tires and solid tires. Pneumatic tires are widely used in most vehicles, while solid tires are mainly used for industrial equipment.

[0003] When the vehicle reaches a certain speed, the tire noise will gradually increase. Tire cavity resonance is one of the main sources of tire noise. When the cavity gas of the tire liner is stimulated by the road surface, the tire cavity resonance is generated, which is then transmitted to the car. Usually, the inner cavity of the tire does not add any resonance-blocking sound-absorbing and noise-reducing devices, and the tire cavity noise cannot be effectively reduced. Tires with one or more equal-length noise reduction devices cannot suppress the noise generated by the device itself due to their single frequency. Tire noise is an important factor affecting the NVH performance of the car, and it is also the most important factor affecting the driver's riding comfort. Although some tires on the current market have added silent cotton to reduce tire cavity noise, the overall tire manufacturing cost is greatly increased due to the bonding method adopted. At the same time, the one-stage or multi-stage equal-length tire has a certain amount of noise due to the single frequency. Summary of the invention

[0004] The present invention provides a tire with low cavity noise, which is used to solve the problem that the laminating method of the silent cotton in the prior art greatly increases the overall manufacturing cost of the tire, and at the same time, the one-stage or multi-stage equal-length type adopts a single frequency so that the device itself also has a certain noise defect.

[0005] On the one hand, the present invention provides a low cavity noise tire, comprising: a tire body and multiple cavity resonance energy absorption systems; the multiple cavity resonance energy absorption systems are used to absorb the vibration kinetic energy generated in the cavity due to the rotation of the tire; the cavity resonance energy absorption system comprises a cavity resonance energy absorption device and a connecting piece, and the two sides of the connecting piece are respectively bonded to the cavity resonance energy absorption device and the tire body.

[0006] According to a low cavity noise tire provided by the present invention, the cavity resonance energy absorption device includes a bracket, an energy conversion component and two energy transfer components; the bracket is glued to the connecting piece; one end of the energy transfer component is rotatably connected to the bracket, and the other end is rotatably connected to the energy conversion component; the two energy transfer components are symmetrically arranged on both sides of the energy conversion component.

[0007] According to a tire with low cavity noise provided by the present invention, the support comprises a frame and a silent pad, and the silent pad is glued to the frame.

[0008] According to a low cavity noise tire provided by the present invention, the energy transfer component includes a fixer, a limiter and a spring, the fixer is rotatably connected to the frame, the two ends of the spring are respectively fixedly connected to the fixer and the limiter, the limiter is rotatably connected to the energy conversion component, and is slidably connected to the fixer.

[0009] According to a low cavity noise tire provided by the present invention, the energy conversion component includes a counterweight body, a buffer 1, a buffer 2 and a spring 2, the two ends of the spring 2 are respectively fixedly connected to the counterweight body and the frame, and the buffer 1 and the buffer 2 are respectively glued to the two ends of the counterweight body.

[0010] According to a low cavity noise tire provided by the present invention, the height and thickness of the cavity resonance energy absorption system are expressed as:

[0011]

[0012] Where h is the height and d is the thickness.

[0013] According to a tire with low cavity noise provided by the present invention, a plurality of second silencing holes are provided on a second resonance body, and the plurality of second silencing holes are used to absorb the cavity noise in the tire body.

[0014] According to a low cavity noise tire provided by the present invention, the specific steps of the cavity resonance energy absorption system absorbing the vibration kinetic energy generated in the cavity of the tire body include: Receive cavity vibration kinetic energy generated by the tire body; The cavity vibration kinetic energy is converted into kinetic energy of the energy transfer component through two energy transfer components and transmitted to the energy conversion component; The energy conversion component converts kinetic energy into heat energy and radiates it to the tire body's heat dissipation system.

[0015] According to a low cavity noise tire provided by the present invention, the calculation formula for converting cavity vibration kinetic energy into kinetic energy of the energy transfer component is expressed as:

[0016] Wherein, F is the force exerted on the energy transfer assembly from the vibration of the tire body, c is the damping coefficient of the energy transfer assembly, and v is the relative speed of the holder and the limiter in the energy transfer assembly.

[0017] According to a low cavity noise tire provided by the present invention, the calculation formula for converting kinetic energy into thermal energy by the energy conversion component is expressed as:

[0018] Where E is kinetic energy, E h is thermal energy, and α is the conversion efficiency between kinetic energy and thermal energy.

[0019] The present invention provides a low cavity noise tire, which converts energy generated by tire vibration in the tire cavity into heat energy by connecting multiple cavity resonance energy absorption systems to the tire body, thereby reducing cavity noise, having significant effects and low production costs.

[0020] The present invention provides a tire with low cavity noise, in which a sound-absorbing pad is bonded to a frame, and buffer one and buffer two are respectively bonded to two ends of a counterweight body. When an energy conversion component collides with a bracket, the sound-absorbing pad, buffer one and buffer two can effectively eliminate the noise generated between the energy conversion component and the bracket; buffer one and buffer two reduce the energy impact of the counterweight body on the bracket, thereby extending the service life of the cavity resonance energy absorption system. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0022] Figure 1 It is a schematic diagram of the three-dimensional structure of a tire with low cavity noise provided by the first embodiment of the present invention; Figure 2 yes Figure 1 A top view of a low cavity noise tire; Figure 3 yes Figure 2 Schematic diagram of the cross-section structure along the AA direction; Figure 4 yes Figure 1 Schematic diagram of the three-dimensional structure of the hollow cavity resonance energy absorption system; Figure 5 yes Figure 4 Top view of the hollow cavity resonance energy absorption system; Figure 6 yes Figure 5Schematic diagram of the cross-sectional structure along the BB direction; Figure 7 yes Figure 4 Schematic diagram of the three-dimensional structure of the energy transfer component; Figure 8 It is a schematic diagram of the three-dimensional structure of a tire with low cavity noise provided by the third embodiment of the present invention; Fig. 9 yes Figure 8 A top view of a low cavity noise tire; Fig.10 yes Fig. 9 Schematic diagram of the cross-section structure along the AA direction; Fig.11 yes Figure 8 Schematic diagram of the three-dimensional structure of the longitudinal blocking cavity resonance noise reduction device; Fig.12 yes Figure 8 Schematic diagram of the three-dimensional structure of the mid-lateral blocking cavity resonance noise reduction device; Fig.13 yes Figure 8 Schematic diagram of the three-dimensional structure of the middle and side blocking cavity resonance noise reduction device.

[0023] Reference numerals: 1. Tire body; 2. Cavity resonance energy absorption system; 20. Cavity resonance energy absorption device; 200. Bracket; 2000. Frame; 2001. Silent pad; 201. Energy conversion component; 2010. Counterweight; 2011. Buffer 1; 2012. Buffer 2; 2013. Spring 2; 202. Energy transfer component; 2020. Fixer; 2021. Stopper; 2022. Spring 1; 21. Connector; 3. Longitudinal cavity resonance blocking noise reduction device; 30. Resonance body 1; 300. Silence hole 1; 31. Connecting piece 1; 4. Transverse cavity resonance blocking noise reduction device; 40. Resonance body 2; 400. Silence hole 2; 41. Connecting piece 2; 5. Side cavity resonance blocking noise reduction device; 50. Sound absorbing hole. DETAILED DESCRIPTION

[0024] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0025] Combine the following Figure 1-Figure 7 A low cavity noise tire of the present invention is described.

[0026] like Figure 1-Figure 7 As shown, a low cavity noise tire provided by an embodiment of the present invention comprises: a tire body 1 and a plurality of cavity resonance energy absorption systems 2. The tire body 1 uses a semi-steel radial tire, which is a device for reducing the cavity resonance noise generated by the tire during driving and a tire equipped with the device. The semi-steel radial tire is a new type of tire, whose carcass cords are arranged in the meridian direction, and has the advantages of light weight, high strength, low rolling resistance and low noise. This tire consists of six parts: tread, carcass, sidewall, buffer layer (or belt layer), bead and inner liner (or airtight layer). Semi-steel radial tires are widely used in cars, light trucks and buses, and have become an important part of the tire industry. Compared with full-steel radial tires, semi-steel radial tires are suitable for vehicles with smaller loads. Multiple cavity resonance energy absorption systems 2 are used to absorb the vibration kinetic energy generated in the cavity by the rotation of the tire. Based on the law of conservation of energy, that is, energy cannot be created or destroyed, but can only be converted from one form to another. Therefore, the cavity noise generated by the cavity vibration generated in the tire can be effectively reduced or eliminated through the cavity resonance energy absorption system 2. The cavity resonance energy absorption system 2 includes a cavity resonance energy absorption device 20 and a connector 21, and the two sides of the connector 21 are respectively bonded to the cavity resonance energy absorption device 20 and the tire body 1. The material used for the connector 21 is polyurethane material. Polyurethane (PU) is an organic polymer material formed by the addition reaction of polyisocyanate and polyol, and has multiple carbamate segments. It is widely used in seven fields: plastics, rubber, foam, fiber, coating, adhesive and functional polymer. Polyurethane materials have the characteristics of high strength, wear resistance, impact resistance, waterproof, oil resistance, chemical resistance, etc., and products with different performances can be manufactured by changing factors such as raw materials and formulas.

[0027] The cavity resonance energy absorption device 20 includes a bracket 200, an energy conversion component 201 and two energy transfer components 202. The bracket 200 is mainly used to fix the energy conversion component 201 and the two energy transfer components 202. The cross-sectional shape of the bracket 200 is an isosceles trapezoid, which can enhance its own stability during use and prevent disintegration due to excessive force. The bracket 200 is bonded to the connector 21. The adhesive used for bonding is usually CUBD-1, which is an adhesive used for bonding cast polyurethane elastomers. It is a light red to dark red viscous liquid with a special smell, a density of 0.94 g / ml, a viscosity of 80 mPa.s, insoluble in water, but soluble in ethanol, toluene, acetone and other solvents. CUBD-1 can achieve a firm bond between cast polyurethane and the surface of various polar materials in a wide temperature range of 20-120°C, filling the gap that various adhesives must be activated at a high temperature of more than 110°C before bonding. One end of the energy transmission component 202 is rotatably connected to the bracket 200, and the other end is rotatably connected to the energy conversion component 201. The two energy transmission components 202 are symmetrically arranged on both sides of the energy conversion component 201. When the tire body 1 vibrates, the transmission component 202 transmits the vibration energy to the energy conversion component 201 through its own vibration, thereby causing the energy conversion component 201 to move and generate friction with the bracket 200.

[0028] The bracket 200 includes a frame 2000 and a silent pad 2001, and the silent pad 2001 is bonded to the frame 2000. The material used for the frame 2000 is usually an aluminum alloy material, which is an alloy material formed by adding copper, silicon, magnesium, zinc and other alloy elements with aluminum as the matrix. It has the characteristics of low density, high strength, good thermal conductivity and corrosion resistance. It can effectively increase the strength of the frame 2000, thereby increasing the service life of the cavity resonance energy absorption system 2. The material used for the silent pad 2001 is usually a latex material or a polyurethane material. The latex material has good elasticity and softness, and can effectively achieve buffering and sound insulation effects. The polyurethane material has excellent sound absorption performance, and mainly realizes the absorption and energy conversion of sound waves through its porous structure. After the sound wave enters the material, it will be scattered multiple times in the porous structure, and part of the sound energy will be converted into heat energy and absorbed by the material, thereby achieving a noise reduction effect.

[0029] The energy transfer component 202 includes a fixer 2020, a stopper 2021 and a spring 2022, and the fixer 2020 is rotatably connected to the frame 2000. It is used to limit the rotation of the energy transfer component 202 to prevent displacement. The fixer 2020 is a hollow cylindrical structure, and a plurality of holes are separately provided on the column surface of the fixer 2020 to reduce the weight of the energy transfer self-test 202, and it is also convenient for the later maintenance operation of the energy transfer component. The two ends of the spring 2022 are fixedly connected to the fixer 2020 and the stopper 2021 respectively, and are mainly used to limit the position of the stopper 2021, generate a force on the stopper 2021, and enable the stopper 2021 to reciprocate in the fixer 2020. The stopper 2021 is rotatably connected to the energy conversion component 201, and is slidably connected to the fixer 2020. The fixer 2020 effectively limits the movement trajectory of the limiter 2021, so that the limiter 2021 will not produce other forms of movement, thereby improving the energy transfer efficiency of the energy transfer component 202.

[0030] The energy conversion assembly 201 includes a counterweight 2010, a buffer 1 2011, a buffer 2 2012 and a spring 2 2013. The material used for the counterweight 2010 is a solid aluminum alloy material. The two ends of the spring 2013 are respectively fixedly connected to the counterweight 2010 and the frame 2000. It is used to buffer the counterweight 2010 to prevent the counterweight 2010 from irreversible deformation due to excessive movement. The buffer 1 2011 and the buffer 2 2012 are respectively glued to the two ends of the counterweight 2010. The main function of the two is to further buffer the double ends of the counterweight 2010 to prevent the counterweight 2010 from violently colliding with the bracket 200. At the same time, it is also used to reduce the noise generated by the vibration of the system itself. The structures of the buffer 1 2011 and the buffer 2 2012 are both hollow hemispherical. And its material is rubber material, and the hollow part is filled with inert gas. The hemispherical flat end is bonded to the counterweight body 2010, and the curved end is used for buffering.

[0031] Since the cavity resonance energy absorption system 2 is installed on the inner liner of the tire body 1, the height and thickness of the cavity resonance energy absorption system 2 must be limited to prevent the cavity resonance energy absorption system 2 from colliding with the automobile wheel hub and causing irreversible damage. The height and thickness are expressed as:

[0032]

[0033] Where h is the height and d is the thickness.

[0034] The specific steps of the cavity resonance energy absorption system 2 absorbing the vibration kinetic energy generated in the cavity of the tire body 1 include: Receives cavity vibration kinetic energy generated by the tire body 1. When the tire rotates, the cavity gas between the tire and the wheel resonates and directly vibrates due to road excitation. The cavity resonance energy absorption system 2 receives the resonance or mechanical vibration.

[0035] The resonance or mechanical vibration is converted into the kinetic energy of the energy transfer component 202 through the two energy transfer components 202 , and is transmitted to the energy conversion component 201 through the up and down shaking of the energy transfer component 202 .

[0036] The energy conversion component 201 rubs against the bracket 200 through up and down movement, converting kinetic energy into heat energy, and radiating it to the heat dissipation system of the tire body 1. The principle of frictional heat generation is that when two objects rub against each other, the microscopic unevenness on the surface of the objects hinders the movement of the objects, thereby converting mechanical energy into heat energy. Specifically, friction does work, and overcoming friction requires consumption of mechanical energy, which is converted into internal energy, causing the temperature of the object to rise. In addition, during the friction process, the molecules on the surface of the object collide and squeeze each other, resulting in elastic deformation and plastic deformation, which further generates heat.

[0037] The calculation formula for converting the cavity vibration kinetic energy into the kinetic energy of the energy transfer component 202 is expressed as:

[0038] Wherein, F is the force exerted on the energy transmission component 202 by the vibration of the tire body 1, c is the damping coefficient of the energy transmission component 202, and v is the relative speed of the fixer 2020 and the limiter 2021 in the energy transmission component 202. The calculation formula of F is expressed as:

[0039]

[0040] Where x is the relative displacement between the fixer 2020 and the stopper 2021, E d The energy required to generate displacement x, C is the integral constant, which can be determined according to the specific boundary conditions. So the calculation formula of kinetic energy is expressed as:

[0041] Wherein, KE is the kinetic energy of the energy transfer component 202, and m is the mass conversion of the gravity to which the energy transfer component is subjected.

[0042] The calculation formula for converting kinetic energy into thermal energy by the energy conversion component 201 is expressed as:

[0043] Where, E1 is the kinetic energy generated by the counterweight 2010, Eh is thermal energy, and α is the conversion efficiency between kinetic energy and thermal energy. In the process of converting kinetic energy into thermal energy, the efficiency is affected by many factors, such as friction, air resistance, etc. In an ideal situation, if there is no energy loss, the efficiency can reach 100%. However, in actual situations, due to energy loss (such as heat dissipation), the efficiency is usually lower than 100%.

[0044] In summary, combined with Figure 1-Figure 7 The working principle of a low cavity noise tire is as follows: before installing the tire, multiple cavity resonance energy absorption systems 2 are installed in a circumferential array on the inner liner of the tire body 1 through connecting pieces 21, and then the tire body 1 is installed on the vehicle and the vehicle is operated. When the tire body 1 rotates in contact with the ground, the cavity gas of the tire inner lining is stimulated by the road surface, generating tire cavity resonance. At this time, the energy transfer component 202 will receive the cavity resonance of the tire, causing the limiter 2021 to reciprocate in the fixer 2020 under the action of the spring 1 2022, and at the same time drive the counterweight body 2010 to do linear motion in the frame 2000. Because the two ends of the spring 2013 are respectively fixedly connected to the counterweight body 2010 and the frame 2000, the counterweight body 2010 can do linear reciprocating motion in the frame 2000, further causing the counterweight body 2010 and the frame 2000 to generate friction, converting the kinetic energy of the counterweight body 2010 into heat energy and radiating it to the heat dissipation module of the tire body 1. At the same time, the buffer 1 2011 and the buffer 2 2012 on the energy conversion component 201 can protect the counterweight body 2010 from damage due to impact, and also reduce the noise of the cavity resonance energy absorption system 2 itself.

[0045] Embodiment 2: This embodiment is different from the first embodiment in that the energy transfer component 202 in the first embodiment can be replaced by a closed pneumatic rod. The function of the inert gas in the internal cavity of the pneumatic rod is the same as that of the spring 2022 in the energy transfer component 202. Both are used to play the role of limiting and buffering. At the same time, they can also make the movable rod in the pneumatic rod corresponding to the position of the limiter 2021 in the energy transfer component 202 do reciprocating motion.

[0046] Embodiment three: Combination Figure 8-Figure 13, this embodiment is different from the first embodiment in that the low cavity noise tire provided in this embodiment may also include a plurality of longitudinal cavity resonance blocking noise reduction devices 3, a plurality of transverse cavity resonance blocking noise reduction devices 4, and two side cavity resonance blocking noise reduction devices 5. The tire body 1 uses a semi-steel radial tire, which is a device for reducing the cavity resonance noise generated by the tire during driving and a tire equipped with the device. The semi-steel radial tire is a new type of tire, whose carcass cords are arranged in the meridian direction, and has the advantages of light weight, high strength, low rolling resistance and low noise. This tire consists of six parts: tread, carcass, sidewall, buffer layer (or belt layer), bead and inner liner (or airtight layer). Semi-steel radial tires are widely used in cars, light trucks and buses, and have become an important part of the tire industry. Compared with full-steel radial tires, semi-steel radial tires are suitable for vehicles with smaller loads.

[0047] The longitudinal blocking cavity resonance noise reduction device 3, the transverse blocking cavity resonance noise reduction device 4 and the side blocking cavity resonance noise reduction device 5 are all made of polyurethane material. Polyurethane (PU) is an organic polymer material formed by addition reaction of polyisocyanate and polyol, and has multiple urethane segments. It is widely used in seven fields of plastics, rubber, foam, fiber, coating, adhesive and functional polymer. Polyurethane material has the characteristics of high strength, wear resistance, impact resistance, waterproof, oil resistance, chemical resistance, etc., and can be manufactured into products with different properties by changing raw materials, formulas and other factors. The sound-absorbing material made of polyurethane material has excellent sound absorption performance, mainly through its porous structure to achieve sound wave absorption and energy conversion. After the sound wave enters the material, it will be scattered multiple times in the porous structure, and part of the sound energy will be converted into heat energy and absorbed by the material, thereby achieving the noise reduction effect.

[0048] Tire cavity noise is the noise generated by the vibration of the air cavity of the tire inner liner when the tire contacts the road surface. This noise usually occurs when the tire rotates, and the cavity gas between the tire and the wheel resonates due to road excitation, forming a resonance sound, and the frequency is generally 180~250Hz. Multiple longitudinal blocking cavity resonance noise reduction devices 3 are used to suppress the longitudinal cavity resonance in the tire body 1, so as to quickly reduce the resonance of the cavity gas between the tire and the wheel due to road excitation, thereby reducing the intensity of the cavity noise. The longitudinal blocking cavity resonance noise reduction device 3 includes a resonance body 30 and two connecting pieces 31. The materials of the resonance body 30 and the connecting piece 31 are both polyurethane materials. The connecting piece 31 is used to install the longitudinal blocking cavity resonance noise reduction device 3 on the inner liner of the tire body 1. The two connecting pieces 31 are symmetrically arranged on both sides of the resonance body 30 and fixedly connected to the resonance body 30. The longitudinal blocking cavity resonance noise reduction device 3 is connected to the tire body 1 through two connecting pieces 31, so that the longitudinal blocking cavity resonance noise reduction device 3 can be quickly removed when it needs to be replaced later without damaging the tire. The two connecting pieces 31 are bonded to the tire body 1. CUBD-1 is usually used. CUBD-1 is an adhesive used for bonding cast polyurethane elastomers. It is a light red to dark red viscous liquid with a special smell. The density is 0.94 g / ml and the viscosity is 80mPa.s. It is insoluble in water, but soluble in ethanol, toluene, acetone and other solvents. CUBD-1 can achieve a firm bond between cast polyurethane and the surface of various polar materials in a wide temperature range of 20-120°C, filling the gap that various adhesives must be activated at a high temperature of more than 110°C before bonding.

[0049] Multiple lateral blocking cavity resonance noise reduction devices 4 are used to suppress lateral cavity resonance in the tire body 1. During the rotation of the tire body 1, the direction of the cavity resonance generated is not fixed, so it is necessary to suppress it in multiple directions. The lateral blocking cavity resonance noise reduction device 4 is used to suppress the cavity resonance occurring in the lateral direction. The lateral blocking cavity resonance noise reduction device 4 includes a resonance body 40 and two connecting pieces 41. The material used for the lateral blocking cavity resonance noise reduction device 4 and the resonance body 40 and the two connecting pieces 41 it contains is also a polyurethane material. The two connecting pieces 41 are symmetrically arranged on both sides of the resonance body 40 and fixedly connected to the resonance body 40, and the two connecting pieces 41 are glued to the tire body 1.

[0050] The two side-blocking cavity resonance noise reduction devices 5 are used to reduce the intensity of cavity resonance propagating from the side. The two side-blocking cavity resonance noise reduction devices 5 are respectively located on both sides of the inner liner of the tire body 1 and are bonded to the tire body 1. The side-blocking cavity resonance noise reduction device 5 is in the shape of a circular ring, and its thickness is usually 10 mm, and the material used is also polyurethane material. A plurality of sound-absorbing holes 50 are provided on the side-blocking cavity resonance noise reduction device 5, and the plurality of sound-absorbing holes 50 are used to block the cavity resonance in the tire body 1 from being transmitted from the side. When the cavity resonance passes through the porous side-blocking cavity resonance noise reduction device 5, due to the characteristics of the polyurethane material, the resonance is absorbed by the side-blocking cavity resonance noise reduction device 5, resulting in a reduction in the cavity noise transmitted to the outside of the tire body 1. The side-blocking cavity resonance noise reduction device 5 should not use heavy materials to prevent affecting the dynamic balance of the tire during driving.

[0051] The height and thickness of the resonance body 1 30 and the resonance body 2 40 are the same. The height is defined as the shortest distance from the surface of the resonance body 1 30 in contact with the tire inner liner to the tip. The thickness is the straight-line distance between the two circumferential surfaces of the resonance body 1 30. An increase in the height and thickness of the resonance body usually leads to an increase in the overall weight of the tire, which may affect fuel efficiency and acceleration performance. And too thick a material may cause heat to not be effectively dissipated, thereby affecting the life and performance of the tire. It will also increase production costs. Therefore, the height and thickness need to be controlled within a certain range to meet the optimal matching size with the tire body 1.

[0052] The distances between the longitudinal blocking cavity resonance noise reduction device 3 and the transverse blocking cavity resonance noise reduction device 4 and the center of the longitudinal grooves on both sides of the tire are distribution distance 1 and distribution distance 2, respectively. The calculation formulas of distribution distance 1 and distribution distance 2 are expressed as follows:

[0053]

[0054] Wherein, L1 is the distribution distance 1, L2 is the distribution distance 2, and A is the error value between the distribution distance 1 and the distribution distance 2. The final result calculated by the distribution distance 1 and the distribution distance 2 indicates that the relative position of the longitudinal blocking cavity resonance noise reduction device 3 or the transverse blocking cavity resonance noise reduction device 4 installed on the inner liner of the tire body 1 is located in the middle position between the two inner liner side surfaces.

[0055] A plurality of silencer holes 300 are provided on the resonance body 130, and the plurality of silencer holes 300 are used to absorb the cavity noise in the tire body 1. A plurality of silencer holes 400 are provided on the resonance body 240, and the plurality of silencer holes 400 are used to absorb the cavity noise in the tire body 1. The silencer principle of the silencer holes 300 and 400 respectively provided on the resonance body 130 and the resonance body 240 is mainly based on its porous structure and damping characteristics. The porous material affects the absorption and propagation of sound by changing the impedance and saturation effect of the resonator, thereby effectively reducing sound reflection and vibration transmission. In addition, the porous material significantly reduces the vibration response in the medium and high frequency bands, which verifies that it also plays a role in suppressing structural vibration while reducing noise. The polyurethane material can achieve resonance suppression of a specific frequency by adjusting the porosity and density distribution. The shape structure of the silencer holes 300 and 400 can be a honeycomb structure and a hexagonal structure, which have good silencer effect and high strength.

[0056] Multiple longitudinal blocking cavity resonance noise reduction devices 3 and multiple transverse blocking cavity resonance noise reduction devices 4 are arranged alternately to ensure uniform absorption of cavity noise. The total number of multiple longitudinal blocking cavity resonance noise reduction devices 3 and multiple transverse blocking cavity resonance noise reduction devices 4 is 4≤N1≤20, and they are evenly distributed in the circumferential direction. The even distribution can effectively prevent the multiple longitudinal blocking cavity resonance noise reduction devices 3 and multiple transverse blocking cavity resonance noise reduction devices 4 from affecting the dynamic balance of the tire, thereby affecting the normal driving of the vehicle.

[0057] In summary, combined with Figure 8-Figure 13 The working principle of a low cavity noise tire is as follows: before installing the tire, the longitudinal cavity resonance blocking noise reduction device 3, the transverse cavity resonance blocking noise reduction device 4 and the two side cavity resonance blocking noise reduction devices 5 are bonded to the inner lining layer of the tire body 1 with an adhesive. Then multiple tire bodies 1 are correctly installed on the car. When the car is running, the cavity gas inside the tire body 1 is subjected to the excitation force from the road surface, generating the tire cavity resonance, and the cavity resonance will propagate in multiple directions inside the tire. The longitudinal cavity resonance blocking noise reduction device 3 has a porous structure with multiple silencer holes 300 thereon, which suppresses a certain cavity resonance effect when the longitudinal cavity resonance passes through, thereby reducing the longitudinal cavity resonance. At the same time, the transverse cavity resonance blocking noise reduction device 4 suppresses the transverse cavity resonance with the same effect by opening a silencer hole 2 400 perpendicular to the direction of the silencer hole 1 300. The two side cavity resonance blocking noise reduction devices 5 located on the side of the inner lining layer of the tire body 1 are used to suppress the cavity noise that is not suppressed by the longitudinal cavity resonance blocking noise reduction device 3 and the transverse cavity resonance blocking noise reduction device 4. This is to fully suppress the cavity noise in the tire body 1.

[0058] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course, can also be implemented by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0059] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A tire with low cavity noise, characterized in that: include: A tire body (1) and a plurality of cavity resonance energy absorption systems (2); the plurality of cavity resonance energy absorption systems (2) are used to absorb vibration kinetic energy generated in the cavity due to rotation of the tire; the cavity resonance energy absorption system (2) comprises a cavity resonance energy absorption device (20) and a connecting member (21); two sides of the connecting member (21) are respectively bonded to the cavity resonance energy absorption device (20) and the tire body (1).

2. A tire with low cavity noise according to claim 1, characterized in that: The cavity resonance energy absorption device (20) comprises a bracket (200), an energy conversion component (201) and two energy transfer components (202); the bracket (200) is glued to the connecting piece (21); one end of the energy transfer component (202) is rotatably connected to the bracket (200), and the other end is rotatably connected to the energy conversion component (201); the two energy transfer components (202) are symmetrically arranged on both sides of the energy conversion component (201).

3. A tire with low cavity noise according to claim 2, characterized in that: The support (200) comprises a frame (2000) and a soundproofing pad (2001), wherein the soundproofing pad (2001) is glued to the frame (2000).

4. A tire with low cavity noise according to claim 3, characterized in that: The energy transfer component (202) comprises a fixer (2020), a stopper (2021) and a spring (2022); the fixer (2020) is rotatably connected to the frame (2000); two ends of the spring (2022) are respectively fixedly connected to the fixer (2020) and the stopper (2021); the stopper (2021) is rotatably connected to the energy conversion component (201) and is slidably connected to the fixer (2020).

5. The low cavity noise tire according to claim 3, characterized in that: The energy conversion component (201) comprises a counterweight body (2010), a buffer one (2011), a buffer two (2012) and a spring two (2013); two ends of the spring two (2013) are respectively fixedly connected to the counterweight body (2010) and the frame (2000); and the buffer one (2011) and the buffer two (2012) are respectively glued to two ends of the counterweight body (2010).

6. A tire with low cavity noise according to claim 1, characterized in that: The height and thickness of the cavity resonance energy absorption system (2) are expressed as: Wherein, h is the height and d is the thickness.

7. A tire with low cavity noise according to claim 5, characterized in that: The buffer 1 (2011) and the buffer 2 (2012) are both hollow hemispherical structures.

8. The low cavity noise tire according to claim 4, characterized in that: The specific steps of the cavity resonance energy absorption system (2) absorbing the vibration kinetic energy generated in the cavity of the tire body (1) include: receiving cavity vibration kinetic energy generated by the tire body (1); The cavity vibration kinetic energy is converted into kinetic energy of the energy transfer component (202) through the two energy transfer components (202), and transmitted to the energy conversion component (201); The energy conversion component (201) converts the kinetic energy into thermal energy, and radiates it to the heat dissipation system of the tire body (1).

9. A tire with low cavity noise according to claim 8, characterized in that: The calculation formula for converting the cavity vibration kinetic energy into the kinetic energy of the energy transfer component (202) is expressed as: In the formula, F is the force exerted on the energy transmission component (202) by the vibration of the tire body (1), c is the damping coefficient of the energy transmission component (202), x is the relative displacement between the fixer (2020) and the limiter (2021), and E d The energy required to generate the displacement x, C is an integral constant, KE is the kinetic energy of the energy transfer component (202), and m is the mass conversion of the gravity exerted on the energy transfer component.

10. The low cavity noise tire according to claim 8, characterized in that: The calculation formula for converting the kinetic energy into the thermal energy by the energy conversion component (201) is expressed as: Where, E is the kinetic energy, E h is the thermal energy, and α is the conversion efficiency between the kinetic energy and the thermal energy.

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