Tire with low cavity noise

Abstract

The application provides a low-cavity-noise tire, 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 cavities due to tire rotation; the cavity resonance energy absorption system comprises a cavity resonance energy absorption device and a connecting piece, and the connecting piece is cemented with the cavity resonance energy absorption device and the tire body on both sides. The application eliminates cavity resonance generated in the tire by reasonably arranging cavity resonance energy absorption systems with certain sizes, converts kinetic energy generated by the cavity resonance into heat energy, radiates the heat energy away through heat radiation, finally reduces cavity resonance noise generated in the process of high-speed rotation of the tire, and further optimizes the driving experience.

Description

Technical Field

[0001] This invention relates to the field of tire noise reduction technology, and more particularly to a tire with low cavity noise. Background Technology

[0002] Tires are complex commodities composed of various materials, including rubber, steel wire, and fabric. Their main functions include rolling, load bearing, vehicle steering, transmitting braking and power output, and absorbing noise and mechanical vibration. Tires typically consist of three parts: the outer tire, the inner tube, and the tread strip; however, some types do not require an inner tube. Tires can be classified by their carcass structure into radial tires and bias-ply tires, with radial tires having their cords arranged at a 90-degree angle to the tread centerline. The design and manufacturing process of tires must consider their load-bearing capacity, traction performance, and cushioning performance to ensure high wear resistance and flexural strength under complex and harsh conditions. Furthermore, tires are also classified into pneumatic tires and solid tires. Pneumatic tires are widely used in most vehicles, while solid tires are mainly used in industrial equipment.

[0003] When a vehicle reaches a certain speed, tire noise gradually increases. Tire cavity resonance is one of the main sources of tire noise. When the air in the tire's inner liner cavity is excited by the road surface, tire cavity resonance occurs and is then transmitted into the car. Typically, without any resonance-blocking and sound-absorbing noise reduction devices added to the tire's inner cavity, tire cavity noise cannot be effectively reduced. Even tires with one-piece or multi-piece equal-length noise reduction devices cannot suppress the noise generated by the devices themselves due to their single frequency. Tire noise is a crucial factor affecting vehicle NVH performance and is also the most important factor affecting driver and passenger comfort.

[0004] Although some tires on the market use sound-absorbing cotton to reduce tire cavity noise, the bonding method used greatly increases the overall manufacturing cost of the tire. At the same time, the use of one-piece or multi-piece equal-length design results in noise from the device itself due to the single frequency. Summary of the Invention

[0005] This invention provides a low cavity noise tire to solve the problem that the bonding method of the sound-absorbing cotton in the prior art greatly increases the overall manufacturing cost of the tire, and that the single-section or multi-section equal-length design also has the defect of noise due to the single frequency of the device itself.

[0006] On 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 tire rotation; the cavity resonance energy absorption system includes a cavity resonance energy absorption device and a connector, the two sides of the connector being respectively bonded to the cavity resonance energy absorption device and the tire body.

[0007] According to the present invention, a low cavity noise tire is provided, wherein the cavity resonance energy absorption device includes a bracket, an energy conversion component and two energy transmission components; the bracket is bonded to a connector; one end of the energy transmission component is rotatably connected to the bracket and the other end is rotatably connected to the energy conversion component; the two energy transmission components are symmetrically arranged on both sides of the energy conversion component.

[0008] According to the present invention, a low cavity noise tire has a support comprising a frame and a sound-absorbing pad, the sound-absorbing pad being bonded to the frame.

[0009] According to the present invention, a low cavity noise tire is provided, wherein the energy transmission component includes a retainer, a limiter and a spring. The retainer is rotatably connected to a frame, and the two ends of the spring are fixedly connected to the retainer and the limiter respectively. The limiter is rotatably connected to the energy conversion component and slidably connected to the retainer.

[0010] According to the present invention, a low cavity noise tire has an energy conversion component including a counterweight, a first buffer, a second buffer, and a second spring. The two ends of the second spring are fixedly connected to the counterweight and the frame, respectively. The first buffer and the second buffer are respectively glued to the two ends of the counterweight.

[0011] According to the present invention, a low-cavity noise tire is provided, wherein the height and thickness of the cavity resonance energy absorption system are expressed as follows:

[0012]

[0013]

[0014] In the formula, h is the height and d is the thickness.

[0015] According to the present invention, a tire with low cavity noise is provided, wherein a plurality of sound-absorbing holes are provided on the resonator, and the plurality of sound-absorbing holes are used to absorb cavity noise in the tire body.

[0016] According to the present invention, a low-cavity noise tire, the specific steps of the cavity resonance energy absorption system for absorbing the vibrational kinetic energy generated within the tire body cavity include:

[0017] It receives the kinetic energy of cavity vibration generated by the tire body;

[0018] The kinetic energy of the cavity vibration is converted into the kinetic energy of the energy transfer component through two energy transfer components, and then transferred to the energy conversion component;

[0019] The energy conversion component converts kinetic energy into heat energy, which is then radiated to the tire's cooling system.

[0020] According to the present invention, a low-cavity noise tire is provided, and the formula for calculating the conversion of cavity vibration kinetic energy into the kinetic energy of the energy transfer component is expressed as follows:

[0021]

[0022] In the formula, F is the force exerted on the energy transmission component by the vibration of the tire body, c is the damping coefficient of the energy transmission component, and v is the relative velocity of the retainer and limiter in the energy transmission component.

[0023] According to the present invention, a low-cavity noise tire, the energy conversion component converts kinetic energy into thermal energy using the following formula:

[0024]

[0025] In the formula, E is the kinetic energy, E h Let α be the thermal energy, and α be the conversion efficiency between kinetic energy and thermal energy.

[0026] The present invention provides a low cavity noise tire, which converts the 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 significantly and with low production cost.

[0027] The present invention provides a low cavity noise tire. By bonding the sound-absorbing pad to the frame and bonding the first and second buffers to the two ends of the counterweight, when the energy conversion component collides with the support, the sound-absorbing pad, the first buffer and the second buffer can effectively eliminate the noise generated between the energy conversion component and the support. The first and second buffers reduce the energy impact of the counterweight on the support and extend the service life of the cavity resonance energy absorption system. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0029] Figure 1 This is a three-dimensional structural schematic diagram of a low-cavity noise tire provided in Embodiment 1 of the present invention;

[0030] Figure 2 yes Figure 1 A top view of a tire with low cavity noise;

[0031] Figure 3 yes Figure 2 Schematic diagram of the cross-sectional structure along the AA direction;

[0032] Figure 4 yes Figure 1Schematic diagram of the three-dimensional structure of the hollow cavity resonant energy absorption system;

[0033] Figure 5 yes Figure 4 Top view of a hollow cavity resonant energy absorption system;

[0034] Figure 6 yes Figure 5 A schematic diagram of the cross-sectional structure along the BB direction;

[0035] Figure 7 yes Figure 4 A three-dimensional structural diagram of the energy transfer component;

[0036] Figure 8 This is a three-dimensional structural schematic diagram of a low-cavity noise tire provided in Embodiment 3 of the present invention;

[0037] Figure 9 yes Figure 8 A top view of a tire with low cavity noise;

[0038] Figure 10 yes Figure 9 Schematic diagram of the cross-sectional structure along the AA direction;

[0039] Figure 11 yes Figure 8 A three-dimensional structural diagram of a longitudinal blocking cavity resonance noise reduction device;

[0040] Figure 12 yes Figure 8 A three-dimensional structural diagram of a transverse blocking cavity resonance noise reduction device;

[0041] Figure 13 yes Figure 8 A three-dimensional structural diagram of a cavity resonance noise reduction device with side-blocking mechanism.

[0042] Figure label:

[0043] 1. Tire body; 2. Cavity resonance energy absorption system; 20. Cavity resonance energy absorption device; 200. Bracket; 2000. Frame; 2001. Soundproofing pad; 201. Energy conversion component; 2010. Counterweight; 2011. Buffer 1; 2012. Buffer 2; 2013. Spring 2; 202. Energy transfer component; 2020. Fixer; 2021. Limiter; 2022. Spring 1; 21. Connector; 3. Longitudinal blocking cavity resonance noise reduction device; 30. Resonator 1; 300. Silencing hole 1; 31. Connecting piece 1; 4. Lateral blocking cavity resonance noise reduction device; 40. Resonator 2; 400. Silencing hole 2; 41. Connecting piece 2; 5. Side blocking cavity resonance noise reduction device; 50. Sound absorption hole. Detailed Implementation

[0044] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0045] The following is combined Figures 1-7 This invention describes a tire with low cavity noise.

[0046] like Figures 1-7 As shown, this embodiment of the invention provides a low-cavity noise tire, comprising: a tire body 1 and multiple cavity resonance energy absorption systems 2. The tire body 1 is a semi-steel radial tire, which is a device designed to reduce cavity resonance noise generated during tire operation, and a tire equipped with such a device. Semi-steel radial tires are a new type of tire, with its carcass cords arranged in a radial direction, offering advantages such as lightweight, high strength, low rolling resistance, and low noise. This type of 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 passenger cars, light trucks, and buses, becoming an important part of the tire industry. Compared to all-steel radial tires, semi-steel radial tires are suitable for vehicles with smaller load capacities. The multiple cavity resonance energy absorption systems 2 are used to absorb the vibrational kinetic energy generated within the cavity due to tire rotation. Based on the law of conservation of energy, that is, energy cannot be created or destroyed, but can only be transformed from one form to another. Therefore, the cavity resonance energy absorption system 2 can effectively reduce or eliminate the cavity noise generated by the cavity vibration inside the tire. The cavity resonance energy absorption system 2 includes a cavity resonance energy absorption device 20 and a connector 21. The connector 21 is bonded to the cavity resonance energy absorption device 20 and the tire body 1 on both sides, respectively. The material used for the connector 21 is polyurethane. Polyurethane (PU) is an organic polymer material formed by the addition reaction of polyisocyanate and polyol, and has multiple urethane segments. It is widely used in seven fields: plastics, rubber, foam, fiber, coatings, adhesives, and functional polymers. Polyurethane materials have properties such as high strength, wear resistance, impact resistance, water resistance, oil resistance, and chemical resistance, and products with different properties can be manufactured by changing raw materials, formulations, and other factors.

[0047] The cavity resonance energy absorption device 20 includes a support 200, an energy conversion component 201, and two energy transfer components 202. The support 200 is mainly used to fix the energy conversion component 201 and the two energy transfer components 202. The cross-sectional shape of the support 200 is an isosceles trapezoid, which enhances its stability during use and prevents disintegration due to excessive force. The support 200 is bonded to the connector 21. The adhesive used for bonding is typically CUBD-1, an adhesive used for bonding cast polyurethane elastomers. It is a light to dark red viscous liquid with a special odor, a density of 0.94 g / mL, a viscosity of 80 mPa·s, and is insoluble in water but soluble in various solvents such as ethanol, toluene, and acetone. CUBD-1 can achieve strong bonding between cast polyurethane and various polar material surfaces within a wide temperature range of 20-120℃, filling the gap in current adhesives that require activation at temperatures above 110℃ 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 will transmit 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.

[0048] The support 200 includes a frame 2000 and a sound-absorbing pad 2001, which are bonded to the frame 2000. The frame 2000 is typically made of aluminum alloy, an alloy material formed by adding alloying elements such as copper, silicon, magnesium, and zinc to aluminum as the matrix. It features low density, high strength, good thermal conductivity, and corrosion resistance. This effectively increases the strength of the frame 2000, thereby increasing the service life of the cavity resonance energy absorption system 2. The sound-absorbing pad 2001 is typically made of latex or polyurethane. Latex has good elasticity and softness, effectively providing cushioning and sound insulation. Polyurethane has excellent sound absorption performance, primarily through its porous structure to absorb and convert sound waves. After sound waves enter the material, they undergo multiple scatterings within the porous structure, with some sound energy being converted into heat energy and absorbed by the material, thus achieving noise reduction.

[0049] The energy transfer assembly 202 includes a retainer 2020, a limiter 2021, and a spring 2022. The retainer 2020 is rotatably connected to the frame 2000. It is used to limit the rotation of the energy transfer assembly 202 and prevent displacement. The retainer 2020 has a hollow cylindrical structure, and multiple holes are provided on the cylindrical part of the retainer 2020 to reduce the weight of the energy transfer assembly 202 and facilitate subsequent maintenance operations. The spring 2022 is fixedly connected at both ends to the retainer 2020 and the limiter 2021, respectively. It is mainly used to limit the position of the limiter 2021, exerting a force on the limiter 2021 so that the limiter 2021 can reciprocate within the retainer 2020. The limiter 2021 is rotatably connected to the energy conversion assembly 201 and slidably connected to the retainer 2020. The retainer 2020 effectively restricts the movement trajectory of the limiter 2021, preventing the limiter 2021 from generating other forms of movement, thereby improving the energy transfer efficiency of the energy transfer component 202.

[0050] The energy conversion component 201 includes a counterweight 2010, a first buffer 2011, a second buffer 2012, and a second spring 2013. The counterweight 2010 is made of solid aluminum alloy. The two ends of the second spring 2013 are fixedly connected to the counterweight 2010 and the frame 2000, respectively. It is used to buffer the counterweight 2010, preventing irreversible deformation due to excessive movement. The first buffer 2011 and the second buffer 2012 are glued to both ends of the counterweight 2010. Their main function is to further buffer the ends of the counterweight 2010, preventing violent collisions between the counterweight 2010 and the support 200. They also reduce noise generated by vibration within the system itself. Both the first buffer 2011 and the second buffer 2012 are hollow hemispherical structures made of rubber, with the hollow portion filled with inert gas. Its hemispherical flat end is bonded to the counterweight 2010, while the curved end is used for cushioning.

[0051] Because the cavity resonance energy absorption system 2 is installed on the inner liner of the tire body 1, its height and thickness must be limited to prevent irreversible damage from collision with the vehicle wheel hub. The height and thickness are as follows:

[0052]

[0053]

[0054] In the formula, h is the height and d is the thickness.

[0055] The specific steps of the cavity resonance energy absorption system 2 in absorbing the vibration kinetic energy generated inside the cavity of the tire body 1 include:

[0056] The cavity vibration kinetic energy is received from the tire body 1. When the tire rotates, the air in the cavity between the tire and the wheel resonates and vibrates directly due to road surface excitation. The cavity resonance energy absorption system 2 receives the resonance or mechanical vibration.

[0057] Resonance or mechanical vibration is converted into kinetic energy by two energy transfer components 202, and then transmitted to the energy conversion component 201 through the up-and-down swaying of the energy transfer components 202.

[0058] The energy conversion component 201, through its up-and-down movement and friction with the support 200, converts kinetic energy into heat energy, which is then radiated 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 of their surfaces creates resistance during movement, thus converting mechanical energy into heat energy. Specifically, friction does work, and overcoming this friction requires mechanical energy, which is converted into internal energy, causing the object's temperature to rise. Furthermore, during friction, the molecules on the object's surface collide and compress, producing elastic and plastic deformation, further generating heat.

[0059] The formula for calculating the conversion of the cavity vibration kinetic energy into the kinetic energy of the energy transfer component 202 is expressed as follows:

[0060]

[0061] 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, and v is the relative velocity between the retainer 2020 and the limiter 2021 in the energy transmission component 202. The formula for calculating F is expressed as:

[0062]

[0063]

[0064] In the formula, x is the relative displacement between the retainer 2020 and the limiter 2021, and E d The energy required to produce displacement x, where C is the integration constant, can be determined based on the specific boundary conditions. Therefore, the formula for calculating kinetic energy is:

[0065]

[0066] In the formula, KE is the kinetic energy of the energy transfer component 202, and m is the mass conversion of the gravity acting on the energy transfer component.

[0067] The formula for calculating the conversion of kinetic energy into thermal energy by the energy conversion component 201 is expressed as follows:

[0068]

[0069] In the formula, E1 is the kinetic energy generated by the counterweight 2010, and E h Let α represent the conversion efficiency between kinetic and thermal energy, where kinetic energy is thermal energy. The efficiency is affected by various factors during the conversion of kinetic energy to thermal energy, such as friction and air resistance. Ideally, without energy loss, the efficiency could reach 100%. However, in reality, due to energy losses (such as heat dissipation), the efficiency is usually lower than 100%.

[0070] In summary, combining Figures 1-7 The working principle of a low cavity noise tire is as follows: Before installing the tire, multiple cavity resonance energy absorption systems 2 are circumferentially arrayed on the inner liner of the tire body 1 through connectors 21, and then the tire body 1 is installed on the vehicle and the vehicle is in operation. When the tire body 1 rotates in contact with the ground, the air in the tire's inner liner cavity is excited by the road surface, generating tire cavity resonance. At this time, the energy transfer component 202 receives the cavity resonance of the tire, causing the limiter 2021 to reciprocate within the retainer 2020 under the action of spring 1 2022. Simultaneously, it drives the counterweight 2010 to move linearly within the frame 2000. Since the two ends of spring 22013 are fixedly connected to the counterweight 2010 and the frame 2000 respectively, the counterweight 2010 can reciprocate linearly within the frame 2000. This further causes friction between the counterweight 2010 and the frame 2000, converting the kinetic energy of the counterweight 2010 into heat energy that is radiated to the heat dissipation module of the tire body 1. At the same time, the buffer 1 2011 and buffer 2 2012 on the energy conversion component 201 can protect the counterweight 2010 from damage due to impact and also reduce the noise of the cavity resonance energy absorption system 2 itself.

[0071] Example 2:

[0072] The difference between this embodiment and Embodiment 1 is that the energy transfer component 202 in Embodiment 1 can be replaced by a closed pneumatic rod. The inert gas inside the cavity of the pneumatic rod has the same function as the spring 2022 in the energy transfer component 202, which is to limit and buffer the movement. At the same time, it can also make the movable rod in the pneumatic rod, which corresponds to the position of the limiter 2021 in the energy transfer component 202, reciprocate.

[0073] Example 3:

[0074] Combination Figures 8-13This embodiment differs from Embodiment 1 in that the low cavity noise tire provided in this embodiment may further include multiple longitudinal cavity resonance reduction devices 3, multiple lateral cavity resonance reduction devices 4, and two side cavity resonance reduction devices 5. The tire body 1 uses a semi-steel radial tire, which is a device designed to reduce cavity resonance noise generated by the tire during driving, and a tire equipped with this device. Semi-steel radial tires are a new type of tire whose carcass cords are arranged in a radial direction, offering advantages such as lightweight, high strength, low rolling resistance, and low noise. This type of 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 passenger cars, light trucks, and buses, becoming an important part of the tire industry. Compared to all-steel radial tires, semi-steel radial tires are suitable for vehicles with smaller load capacities.

[0075] The longitudinally blocking cavity resonance noise reduction device 3, the transversely blocking cavity resonance noise reduction device 4, and the side-blocking cavity resonance noise reduction device 5 all use polyurethane material. Polyurethane (PU) is an organic polymer material formed by the addition reaction of polyisocyanates and polyols, possessing multiple urethane segments. It has wide applications in seven fields: plastics, rubber, foams, fibers, coatings, adhesives, and functional polymers. Polyurethane material has properties such as high strength, wear resistance, impact resistance, water resistance, oil resistance, and chemical resistance, and products with different properties can be manufactured by changing raw materials and formulations. Sound-absorbing materials made of polyurethane material have excellent sound absorption performance, mainly through their porous structure to achieve sound wave absorption and energy conversion. After sound waves enter the material, they undergo multiple scatterings in the porous structure, with some sound energy being converted into heat energy and absorbed by the material, thus achieving a noise reduction effect.

[0076] Tire cavity noise is generated by the vibration of the air cavity in the tire's inner liner when the tire contacts the road surface. This noise typically occurs when the tire rotates, as road surface excitation causes the air in the cavity between the tire and wheel to resonate, forming a resonant sound with a frequency generally between 180 and 250 Hz. Multiple longitudinal cavity resonance blocking noise reduction devices 3 are used to suppress longitudinal cavity resonance within the tire body 1, thereby quickly reducing the resonance of the air in the cavity between the tire and wheel caused by road surface excitation, and thus reducing the intensity of the cavity noise. The longitudinal cavity resonance blocking noise reduction device 3 includes a resonator 30 and two connecting pieces 31. Both the resonator 30 and the connecting pieces 31 are made of polyurethane. The connecting pieces 31 are used to install the longitudinal cavity resonance blocking 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 resonator 30 and fixedly connected to the resonator 30. The longitudinally blocking cavity resonance noise reduction device 3 is connected to the tire body 1 via two connecting pieces 31, allowing for quick removal of the device when replacement is needed without damaging the tire. The two connecting pieces 31 are bonded to the tire body 1. CUBD-1 is typically used. CUBD-1 is an adhesive for bonding cast polyurethane elastomers; it is a light to dark red viscous liquid with a distinctive odor, a density of 0.94 g / mL, and a viscosity of 80 mPa·s. It is insoluble in water but soluble in various solvents such as ethanol, toluene, and acetone. CUBD-1 can achieve strong bonding between cast polyurethane and various polar material surfaces within a wide temperature range of 20-120℃, filling the gap in current adhesives that require activation at temperatures above 110℃ before bonding.

[0077] Multiple lateral cavity resonance blocking noise reduction devices 4 are used to suppress lateral cavity resonance within the tire body 1. During the rotation of the tire body 1, the direction of the cavity resonance is not fixed, so it needs to be suppressed in multiple directions. The lateral cavity resonance blocking noise reduction devices 4 are used to suppress lateral cavity resonance. The lateral cavity resonance blocking noise reduction devices 4 include a second resonator 40 and two second connecting pieces 41. The lateral cavity resonance blocking noise reduction devices 4, as well as the second resonator 40 and the two second connecting pieces 41, are made of polyurethane material. The two second connecting pieces 41 are symmetrically arranged on both sides of the second resonator 40 and fixedly connected to the second resonator 40, and the two second connecting pieces 41 are bonded to the tire body 1.

[0078] Two side-blocking cavity resonance noise reduction devices 5 are used to reduce the intensity of cavity resonance propagating from the sides. The two side-blocking cavity resonance noise reduction devices 5 are 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 annular in shape and typically 10mm thick, and is made of polyurethane. Multiple sound-absorbing holes 50 are provided on the side-blocking cavity resonance noise reduction device 5 to block cavity resonance from propagating from the sides of the tire body 1. When cavity resonance passes through the porous side-blocking cavity resonance noise reduction device 5, the resonance is absorbed by the side-blocking cavity resonance noise reduction device 5 due to the properties of the polyurethane material, thus reducing the cavity noise transmitted to the outside of the tire body 1. The side-blocking cavity resonance noise reduction device 5 should not be made of heavy materials to prevent affecting the dynamic balance of the tire during driving.

[0079] Resonator 1 (30) and Resonator 2 (40) have the same height and thickness. Height is defined as the shortest distance from the surface of Resonator 1 (30) in contact with the tire inner liner to its tip. Thickness is the straight-line distance between the two circumferential surfaces of Resonator 1 (30). Increasing the height and thickness of the resonators typically leads to an increase in the overall tire weight, which may affect fuel efficiency and acceleration performance. Excessive material thickness may also prevent effective heat dissipation, thus affecting tire life and performance. It also increases production costs. Therefore, the height and thickness need to be controlled within a certain range to achieve optimal matching dimensions with the tire body 1.

[0080] 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 one and distribution distance two, respectively. The calculation formulas for distribution distance one and distribution distance two are expressed as follows:

[0081]

[0082]

[0083] In the formula, L1 is distribution distance one, L2 is distribution distance two, and A is the error value between distribution distance one and distribution distance two. The final result calculated by distribution distance one and distribution distance two indicates that the relative position of the longitudinal blocking cavity resonance noise reduction device 3 or the lateral blocking cavity resonance noise reduction device 4 installed in the inner liner of the tire body 1 is located at the middle position between the two inner liner sides.

[0084] Multiple silencing holes 300 are formed on resonator 1 30, which are used to absorb cavity noise within tire body 1. Multiple silencing holes 400 are formed on resonator 2 40, which are also used to absorb cavity noise within tire body 1. The silencing principle of the silencing holes 300 and 400 on resonator 1 30 and resonator 2 40 respectively is mainly based on their porous structure and damping characteristics. Porous materials affect sound absorption and propagation by changing the impedance and saturation effect of the resonator, thereby effectively reducing sound reflection and vibration transmission. Furthermore, porous materials significantly reduce vibration response in the mid-to-high frequency range, verifying that they also suppress structural vibration while reducing noise. Polyurethane materials can achieve resonance suppression at specific frequencies by adjusting porosity and density distribution. The shapes and structures of silencing holes 300 and 400 can be honeycomb or hexagonal, providing both good silencing effect and high strength.

[0085] Multiple longitudinally blocking cavity resonance noise reduction devices 3 and multiple laterally blocking cavity resonance noise reduction devices 4 are arranged alternately to ensure the uniformity of cavity noise absorption. The total number of the multiple longitudinally blocking cavity resonance noise reduction devices 3 and multiple laterally blocking cavity resonance noise reduction devices 4 is 4≤N1≤20, and they are evenly distributed circumferentially. The uniform distribution can effectively prevent the multiple longitudinally blocking cavity resonance noise reduction devices 3 and multiple laterally blocking cavity resonance noise reduction devices 4 from affecting the dynamic balance of the tires, thereby affecting the normal driving of the vehicle.

[0086] In summary, combining Figures 8-13 The working principle of a low-cavity noise tire is as follows: Before tire installation, the longitudinal cavity resonance blocking noise reduction device 3, the lateral cavity resonance blocking noise reduction device 4, and the two side cavity resonance blocking noise reduction devices 5 are bonded to the inner liner of the tire body 1 using adhesive. Then, multiple tire bodies 1 are correctly installed on the vehicle. When the vehicle is in motion, the air in the cavity inside the tire body 1 is excited by the road surface, generating cavity resonance. This resonance propagates in multiple directions within the tire. The longitudinal cavity resonance blocking noise reduction device 3, through its porous structure with multiple sound-absorbing holes 300, suppresses a certain degree of cavity resonance as it passes through, thus reducing longitudinal cavity resonance. Simultaneously, the lateral cavity resonance blocking noise reduction device 4, through sound-absorbing holes 400 perpendicular to the direction of the sound-absorbing holes 300, suppresses lateral cavity resonance in the same way. The two side cavity resonance blocking noise reduction devices 5, located on the sides of the inner liner of the tire body 1, suppress cavity noise that is not suppressed by the longitudinal and lateral cavity resonance blocking noise reduction devices 3 and 4. This is to comprehensively suppress cavity noise within the tire body 1.

[0087] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0088] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate 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: The tire body (1) and multiple cavity resonance energy absorption systems (2); the multiple cavity resonance energy absorption systems (2) 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 (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 cavity resonance energy absorption device (20) includes a support (200), an energy conversion component (201), and two energy transmission components (202); the support (200) is bonded to the connector (21); one end of the energy transmission component (202) is rotatably connected to the support (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); the support (200) includes a frame (2000); The energy transfer component (202) includes a retainer (2020), a limiter (2021), and a spring (2022). The retainer (2020) is rotatably connected to the frame (2000). The two ends of the spring (2022) are fixedly connected to the retainer (2020) and the limiter (2021) respectively. The limiter (2021) is rotatably connected to the energy conversion component (201) and slidably connected to the retainer (2020). The energy conversion component (201) includes a counterweight (2010), a first buffer (2011), a second buffer (2012), and a second spring (2013). The two ends of the second spring (2013) are fixedly connected to the counterweight (2010) and the frame (2000), respectively. The first buffer (2011) and the second buffer (2012) are respectively glued to the two ends of the counterweight (2010).

2. The low cavity noise tire according to claim 1, characterized in that, The bracket (200) also includes a sound-absorbing pad (2001) which is bonded to the frame (2000).

3. The low cavity noise tire according to claim 1, characterized in that, The height and thickness of the cavity resonant energy absorption system (2) are expressed as follows: In the formula, h is the height and d is the thickness.

4. A low-cavity noise tire according to claim 1, characterized in that, Both the buffer one (2011) and the buffer two (2012) are hollow hemispherical structures.

5. A low-cavity noise tire according to claim 1, characterized in that, The specific steps by which the cavity resonance energy absorption system (2) absorbs the vibration kinetic energy generated in the cavity of the tire body (1) include: Receives the kinetic energy of cavity vibration generated by the tire body (1); The cavity vibration kinetic energy is converted into the kinetic energy of the energy transfer component (202) through the two energy transfer components (202) and then 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).

6. A low-cavity noise tire according to claim 5, characterized in that, The formula for calculating the conversion of the cavity vibration kinetic energy into the kinetic energy of the energy transfer component (202) is expressed as follows: In the formula, c is the damping coefficient of the energy transfer component (202), x is the relative displacement between the fixer (2020) and the limiter (2021), and E d The energy required to generate displacement x is defined by C as the integration constant, KE as the kinetic energy of the energy transfer component (202), and m as the mass conversion of the gravity acting on the energy transfer component.

7. A low-cavity noise tire according to claim 5, characterized in that, The formula for converting kinetic energy into thermal energy by the energy conversion component (201) is expressed as follows: In the formula, E is the kinetic energy, Eh is the thermal energy, and α is the conversion efficiency between the kinetic energy and the thermal energy.

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