Low-noise electric vehicle tire

Abstract

The invention provides a low-noise electric vehicle tire and discloses a low-noise electric vehicle tire which comprises a pattern and a contour structure, the pattern is composed of five pattern blocks B1-B5 and four longitudinal grooves (G1-G4), the total width A of the pattern is equal to nominal section width SN * coefficient a, the width G1 of the longitudinal grooves is equal to A * b, G2 is equal to A * c, G3 is equal to A * d, G4 is equal to A * e, and the sea-land ratio X of the tire is 68-76%. The outline SW is equal to SW national standard * 1.03 + a, and the impression is elliptical. Wherein a, b / c / d / e can be selected according to the braking distance requirement, for example, when the braking distance is smaller than 3.5 m, a ranges from 76% to 78%, b ranges from 5% to 7% and the like; the shape, size and arrangement of the pattern blocks are optimized to reduce noise. Experiments show that compared with a traditional tire, the noise value of the tire is reduced by 7dB, the braking distance is shortened, the wear resistance is improved, and the advantages of low noise and high performance are achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of tire design, in particular to a low-noise tire for electric vehicles. Background Art

[0002] With the development of electric vehicles, traditional engine noise has been eliminated, and the low-frequency noise of tires has been more prominent. At the same time, tires now pursue low rolling resistance and lightweight, which makes the noise of tires worse and worse. Although the noise can be reduced by adding silent sponge, the related cost is high, and it only has a relatively obvious impact on cavity noise. With the development of low rolling resistance and lightweight tires, the first-order radial mode and force transfer frequency of the tire are constantly increasing and the frequency of the chassis of the whole vehicle is getting closer and closer, which is more likely to cause resonance and noise problems than before. Therefore, when designing new tires, it is necessary to properly consider the first-order frequency problem of mode and force transmission. The existing silent sponge technology only considers the cavity noise of the tire and does not contribute much to the low-frequency noise of the tire. Based on this, a low-noise electric vehicle tire is now provided. Summary of the Invention

[0003] The purpose of the present invention is to provide a low-noise electric vehicle tire to solve the technical problems existing in the prior art.

[0004] To achieve the above object, the present invention provides the following technical solutions:

[0005] A low-noise electric vehicle tire, comprising a tread pattern and a profile structure;

[0006] The pattern consists of five blocks B1, B2, B3, B4, and B5 and four longitudinal grooves G1, G2, G3, and G4. The total width A of the pattern is calculated as follows: nominal section width SN × coefficient a. The coefficient a ranges from 76% to 82%. The widths of the longitudinal grooves G1, G2, G3, and G4 are respectively calculated as follows: G1 = A × b, G2 = A × c, G3 = A × d, and G4 = A × e. The coefficients b, c, d, and e range from 2% to 7%. The overall land-sea ratio X of the tire is between 68% and 76%.

[0007] The SW of the profile = SW national standard × 1.03 + a, the value range of the coefficient a is 10 -4 , and the overall imprint is designed to be oval.

[0008] On the basis of the above technical solutions, the present invention also provides the following optional technical solutions:

[0009] In one optional solution, the coefficient a is selected according to different braking distance requirements in the following manner: when the target braking distance is less than 3.5m, the value of a is 76%-78%; when the target braking distance is 3.5m-4.5m, the value of a is 78%-80%; when the target braking distance is greater than 4.5m, the value of a is 80%-82%.

[0010] In one optional scheme: the coefficients b, c, d, and e are selected in the following manner according to different braking distance requirements: when the target braking distance is less than 3.5m, the value of b is 5%-7%, the value of c is 4%-6%, the value of d is 3%-5%, and the value of e is 2%-4%; when the target braking distance is 3.5m-4.5m, the value of b is 4%-6%, the value of c is 3%-5%, the value of d is 3%-5%, and the value of e is 3%-5%; when the target braking distance is greater than 4.5m, the value of b is 2%-4%, the value of c is 2%-4%, the value of d is 4%-6%, and the value of e is 4%-6%.

[0011] In an optional solution: the specific value of the coefficient a is determined according to the different specifications of the tire: for a tire with a specification of 16×2.125, the value of a is 0.0001-0.0002; for a tire with a specification of 18×2.50, the value of a is 0.0002-0.0003; for a tire with a specification of 20×2.75, the value of a is 0.0003-0.0004.

[0012] In an optional solution, the shape, size and arrangement of the pattern blocks B1, B2, B3, B4 and B5 are optimized: the lateral curvature radius of the pattern blocks is 150-200 mm, and the longitudinal curvature radius is 200-250 mm; the circumferential spacing between adjacent pattern blocks is 8-12 mm, and the axial spacing is 5-8 mm; the pitch ratio of the pattern blocks is set to 0.8-1.2:1:0.9-1.1:1.1-1.3:0.7-0.9 to reduce the noise generated by friction between the tire and the ground when rolling.

[0013] By adopting the above technical solution, the present invention has the following beneficial effects:

[0014] This application takes into account the tire's low-frequency noise, especially the frequency of the vehicle chassis, from the outset of design. This is done by staggering the peaks, effectively avoiding resonance and reducing the vehicle's overall noise performance. A special profile and structural design is used to reduce the tire's modal and first-order radial frequency of force transmission. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific 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 any creative work.

[0016] Figure 1 It is a schematic diagram of the pattern of the present invention.

[0017] Figure 2 It is a schematic outline diagram of the present invention. DETAILED DESCRIPTION

[0018] The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts are within the scope of protection of the present invention. 1. Specific implementation methods

[0020] (1) Implementation of pattern structure

[0021] Tread block design: According to the claims, the pattern of the low-noise electric vehicle tire consists of 5 pattern blocks B1, B2, B3, B4, and B5. In actual production, the pattern blocks use a special rubber formula that contains natural rubber, butadiene rubber, and a specific proportion of white carbon black and silane coupling agent to enhance the elasticity and wear resistance of the rubber while reducing rolling noise. For example, an electric vehicle tire with a specification of 16×2.125 is selected, and the shape of the pattern blocks B1-B5 is designed to be irregular wavy. This shape can effectively disperse the impact force generated when the tire contacts the ground, reducing vibration and noise. The size of each pattern block is precisely calculated based on the total width of the pattern and the overall layout. Adjacent pattern blocks are connected by transition fillets to avoid additional noise caused by sharp edges.

[0022] Longitudinal groove design: The widths of the four longitudinal grooves G1, G2, G3, and G4 are determined according to the formulas G1 = A×b, G2 = A×c, G3 = A×d, and G4 = A×e. Taking an electric vehicle tire with a nominal section width SN of 100mm as an example, when the coefficient a is 80%, the total pattern width A = 100×80% = 80mm. If the coefficients b = 3%, c = 4%, d = 5%, and e = 3%, the width of longitudinal groove G1 is 80×3% = 2.4mm, the width of G2 is 80×4% = 3.2mm, the width of G3 is 80×5% = 4mm, and the width of G4 is 80×3% = 2.4mm. The longitudinal grooves adopt a stepped cross-section design. The groove walls near the outside of the tire are steeper, facilitating rapid drainage, while the groove walls on the inside are gentler, helping to reduce turbulent noise generated by airflow within the longitudinal grooves.

[0023] Sea-to-land ratio control: By precisely controlling the size and layout of the tread blocks and longitudinal grooves, the overall tire sea-to-land ratio (X) is maintained between 68% and 76%. During production, 3D modeling software is used to simulate and analyze the tread structure, adjusting the block volume and the depth and width of the longitudinal grooves to ensure the sea-to-land ratio meets design requirements. For example, if simulation results indicate the sea-to-land ratio is out of range, the block protrusion height is appropriately increased or decreased, or the longitudinal groove width is adjusted, until the sea-to-land ratio is within the specified range.

[0024] (2) Implementation of outline structure

[0025] Tire profile SW = SW national standard × 1.03 + a, where the coefficient a varies according to the tire specifications. -4 The value is taken within the range. Taking a standard electric vehicle tire as an example, the national standard SW is 50mm. Based on the specific usage scenario and performance requirements of the tire, the coefficient a = 0.0002 is selected, and the SW of the tire is 50×1.03+0.0002=51.5002mm. The overall footprint is designed to be elliptical. During the mold manufacturing process, the shape of the mold cavity is precisely controlled through CNC machining technology, so that an elliptical footprint is formed after the tire is vulcanized. The elliptical footprint can make the contact pressure between the tire and the ground more evenly distributed, reducing the vibration and noise caused by excessive local pressure.

[0026] 2. Experimental Data

[0027] (1) Experimental purpose

[0028] Verify the performance advantages of low-noise electric vehicle tires in reducing noise, and compare their performance with traditional electric vehicle tires in terms of braking distance, wear resistance, etc.

[0029] (2) Experimental plan

[0030] Subjects:

[0031] Experimental group: low-noise electric vehicle tire of the present invention (specification 16×2.125)

[0032] Comparison group: a traditional electric vehicle tire on the market (specification 16×2.125)

[0033] Experimental equipment: tire noise test bench, brake performance tester, tire wear tester

[0034] Experimental steps:

[0035] Noise test: The experimental and control group tires were installed on electric vehicles respectively. The noise generated by the tires rolling was measured using a tire noise test bench under the same road surface (asphalt road) and the same driving speed (20km / h). Each tire was tested three times and the average value was taken.

[0036] Braking distance test: On a dry cement road, the electric vehicle was driven at a speed of 25 km / h. The braking distances of the experimental and control groups of tires were tested respectively. Each tire was tested 5 times and the average value was taken.

[0037] Wear resistance test: The tires are mounted on a tire wear tester, with the same load and mileage (5000km) set. After the test is completed, the amount of tire wear is measured.

[0038] (3) Experimental results

[0039] Test items Experimental group (low noise tires) Control group (conventional tires) Noise level (dB) 68 75 Braking distance (m) 3.2 3.5 Wear amount (mm) 1.2 1.8

[0040] (IV) Experimental analysis

[0041] Experimental data demonstrates that the low-noise electric vehicle tires of this invention achieve a 7dB reduction in noise compared to conventional tires, significantly reducing rolling noise and achieving their design goal of low noise. The experimental group achieved a shorter braking distance, demonstrating superior braking performance, thanks to the rational selection of coefficients a, b, c, d, and e in the tread design, as well as the optimized layout of tread blocks and longitudinal grooves. Furthermore, the experimental group experienced less wear, demonstrating that the unique rubber formulation and tread structure contribute to improved wear resistance and longer tire life.

[0042] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A low-noise electric vehicle tire, characterized in that: Including pattern and contour structure; The pattern consists of five blocks B1, B2, B3, B4, and B5 and four longitudinal grooves G1, G2, G3, and G4. The total width A of the pattern is calculated as follows: nominal section width SN × coefficient a. The coefficient a ranges from 76% to 82%. The widths of the longitudinal grooves G1, G2, G3, and G4 are respectively calculated as follows: G1 = A × b, G2 = A × c, G3 = A × d, and G4 = A × e. The coefficients b, c, d, and e range from 2% to 7%. The overall land-sea ratio X of the tire is between 68% and 76%. The SW of the profile = SW national standard × 1.03 + a, the value range of the coefficient a is 10 -4 , and the overall imprint is designed to be oval.

2. The low-noise electric vehicle tire according to claim 1, characterized in that: The coefficient a is selected according to different braking distance requirements in the following manner: when the target braking distance is less than 3.5, the value of a is 76%-78%; when the target braking distance is 3.5m-4.5m, the value of a is 78%-80%; when the target braking distance is greater than 4.5m, the value of a is 80%-82%.

3. The low-noise electric vehicle tire according to claim 1, characterized in that: The coefficients b, c, d, and e are selected in the following manner according to different braking distance requirements: when the target braking distance is less than 3.5m, the value of b is 5%-7%, the value of c is 4%-6%, the value of d is 3%-5%, and the value of e is 2%-4%; when the target braking distance is 3.5m-4.5m, the value of b is 4%-6%, the value of c is 3%-5%, the value of d is 3%-5%, and the value of e is 3%-5%; when the target braking distance is greater than 4.5m, the value of b is 2%-4%, the value of c is 2%-4%, the value of d is 4%-6%, and the value of e is 4%-6%.

4. The low-noise electric vehicle tire according to claim 1, characterized in that: The specific value of the coefficient a is determined according to the different specifications of the tire: for a tire with a specification of 16×2.125, the value of a is 0.0001-0.0002; for a tire with a specification of 18×2.50, the value of a is 0.0002-0.0003; for a tire with a specification of 20×2.75, the value of a is 0.0003-0.0004.

5. The low-noise electric vehicle tire according to claim 1, characterized in that: The shape, size and arrangement of the pattern blocks B1, B2, B3, B4 and B5 have been optimized: the lateral curvature radius of the pattern blocks is 150-200mm, and the longitudinal curvature radius is 200-250mm; the circumferential spacing between adjacent pattern blocks is 8-12mm, and the axial spacing is 5-8mm; the pitch ratio of the pattern blocks is set to 0.8-1.2:1:0.9-1.1:1.1-1.3:0.7-0.9 to reduce the noise generated by friction between the tire and the ground when rolling.

Images