New energy automobile tire with shock absorption, sound absorption and noise reduction functions

Abstract

The utility model is applicable to the field of new energy automobile tires, and provides a new energy automobile tire with shock absorption, sound absorption and noise reduction functions, which comprises a tread, a tire shoulder and a tire sidewall, and the tread is sequentially provided with a cap ply, a belted layer, a cord fabric layer and a noise reduction body from outside to inside; sidewall rubber is arranged in the sidewall; a tire shoulder cushion layer is arranged in the tire shoulder; the noise reduction body is sequentially provided with a noise reduction layer and a sound absorption layer from outside to inside. According to the utility model, the tire shoulder pad layer is arranged to enhance the buffering and shock resistance at the tire shoulder of the tire, improve the stability of a vehicle in a high-speed driving process, reduce the vibration of the tire and reduce the noise of the tire, and the noise reduction body is arranged to reduce the noise energy and further absorb the noise through the double-layer structural design, so that the noise is reduced. Noise reduction and sound absorption are achieved, and the driving experience is improved.

Description

Technical Field

[0001] The utility model belongs to the technical field of new energy vehicle tires, and specifically relates to a new energy vehicle tire with shock absorption and sound absorption and noise reduction functions. Background Art

[0002] With the continuous development of the new energy vehicle industry, while car users are improving vehicle performance, they have also put forward many demands on the comfort of car driving. Among them, car tires are important components that are in direct contact with the road surface. The noise caused by the air vibration during the collision and friction between the tires and the road surface greatly affects the riding comfort and driving experience of car users. In the current prior art, Chinese patent CN207433152U has disclosed a tire with self-repair and noise reduction functions, which mainly absorbs the noise generated by the tire by arranging an open-cell foam material on the inner wall to improve the comfort of passengers. However, during high-speed driving of the car, the intensified vibration of the tire will cause greater noise. Therefore, it is necessary to provide a method that can reduce tire vibration and reduce noise during high-speed driving of the car, which is a problem that needs to be solved urgently. Utility Model Content

[0003] In order to solve the above problems, the present application proposes a new energy vehicle tire with shock absorption and noise reduction, which aims to improve the stability of the tire during high-speed driving by setting a shoulder pad layer, and to further reduce the noise problem caused by tire vibration by setting a noise reduction layer and a sound absorption layer.

[0004] The utility model provides the following solutions:

[0005] A new energy vehicle tire with shock absorption and sound absorption and noise reduction functions, the tire comprises a tread, a shoulder and a sidewall, and the tread is provided with a cap layer, a belt layer, a cord layer and a noise reduction body in sequence from the outside to the inside;

[0006] The sidewall rubber is provided inside the sidewall; the sidewall rubber is attached to the outside of the cord layer and extends from the sidewall to just below the shoulder of the tire;

[0007] A shoulder cushion is arranged inside the tire shoulder, and the shoulder cushion is arranged at the connection between the sidewall rubber and the belt layer. The inner wall of the sidewall rubber and the belt layer is attached to the outer side of the shoulder cushion, and the inner side of the shoulder cushion is wrapped around the outer side of the cord layer. The noise reduction body is sequentially arranged with a noise reduction layer and a sound absorption layer from the outside to the inside.

[0008] Furthermore, one end of the shoulder cushion layer is bonded and connected between the belt layer and the cord layer, and the other end of the shoulder cushion layer is bonded and connected between the sidewall rubber and the cord layer.

[0009] Furthermore, the width of the shoulder cushion layer is 20%-30% of the width of the running surface.

[0010] Furthermore, the width-to-thickness ratio of the shoulder cushion layer is (20-30):1.

[0011] Furthermore, the width of the contact portion between the shoulder cushion layer and the belt layer is 3%-8% of the width of the running surface.

[0012] Furthermore, the shoulder cushion layer is made of elastic rubber.

[0013] Furthermore, a support body is provided inside the shoulder cushion layer, and the support body is made of spring steel.

[0014] Furthermore, the noise reduction layer is made of at least 3 layers of non-woven fabric material, the sound absorption layer is made of polyurethane foam material, and the noise reduction layer and the sound absorption layer are connected by hot melt adhesive.

[0015] Furthermore, the width of the noise reduction layer is 110%-120% of the width of the running surface; the width of the sound absorption layer is 120%-150% of the width of the running surface.

[0016] Furthermore, the width-to-thickness ratio of the sound-absorbing layer is (20-30):1.

[0017] The beneficial effects of this application include but are not limited to:

[0018] (1) By arranging a shoulder cushion layer between the belt layer and the cord layer, the cushioning and adhesion of the tire shoulder can be enhanced, which can effectively provide sufficient support for the tire shoulder and improve the lateral support of the tire, making the vehicle driving process more stable. Secondly, there are multiple ring-mounted spring steel support bodies inside the shoulder cushion layer, which further improves the overall stability of the tire during high-speed driving of the vehicle.

[0019] (2) By setting a noise reduction body on the inner wall of the tire, on the one hand, the three-layer non-woven fabric noise reduction layer can effectively suppress and eliminate sound reflection, propagation and diffusion, reducing the noise effect; on the other hand, the polyurethane foam material sound absorption layer can further absorb broadband noise by utilizing its porous characteristics. After the two are combined, the non-woven fabric can effectively suppress the reflection and propagation path of sound, while the polyurethane material can convert sound waves into heat energy absorption, greatly improving the noise absorption efficiency.

[0020] (3) By providing a shoulder cushion layer, the tire stability can be effectively improved, and the vibration of the vehicle tire during high-speed driving can be reduced, thereby reducing the generation of low-frequency noise. At the same time, it cooperates with the noise reduction body inside the tire to reduce the tire vibration noise while achieving further noise isolation and absorption. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0022] Figure 1 This is a schematic diagram of the structure of a shock-absorbing, sound-absorbing and noise-reducing new energy vehicle tire provided by the utility model;

[0023] Figure 2 It is an enlarged schematic diagram of a shoulder cushion layer of a new energy vehicle tire for shock absorption, sound absorption and noise reduction provided by the utility model;

[0024] List of parts and reference numerals:

[0025] 1. Tread; 2. Shoulder; 3. Sidewall; 4. Noise reduction body; 11. Cap layer; 12. Belt layer; 13. Cord layer; 21. Shoulder cushion layer; 22. Sidewall rubber; 23. Support body; 41. Noise reduction layer; 42. Sound absorption layer. DETAILED DESCRIPTION

[0026] In order to more clearly illustrate the overall concept of the present application, a detailed description is given below in an illustrative manner in conjunction with the accompanying drawings.

[0027] In order to more clearly understand the above-mentioned purposes, features and advantages of the present application, the present application is further described in detail below in conjunction with the accompanying drawings and specific implementation methods. It should be noted that the embodiments of the present application and the features in the embodiments can be combined with each other without conflict.

[0028] In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application may also be implemented in other ways different from those described herein. Therefore, the scope of protection of the present application is not limited to the specific embodiments disclosed below.

[0029] In addition, in the description of the present application, it should be understood that the terms "center", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0030] This embodiment provides a new energy vehicle tire with vibration reduction, sound absorption and noise reduction, such as Figure 1-Figure 2 A new energy tire with shock absorption, sound absorption and noise reduction includes: a tread 1, a shoulder 2 and a sidewall 3. The tread 1 is provided with a cap layer 11, a belt layer 12, a cord layer 13 and a noise reduction body 4 in sequence from the outside to the inside.

[0031] A sidewall rubber is provided inside the sidewall, which is adhered to the outer side of the cord layer and extends from the sidewall to just below the shoulder; a shoulder cushion is provided inside the shoulder, which is provided at the connection between the sidewall rubber and the belt layer, the inner wall of the sidewall rubber and the belt layer is adhered to the outer side of the shoulder cushion, and the inner side of the shoulder cushion is wrapped around the outer side of the cord layer; a noise reduction layer and a sound absorbing layer are arranged in sequence from the outside to the inside of the noise reduction body.

[0032] By arranging the shoulder cushion layer 21 on the inner side of the shoulder 2, sufficient support can be effectively provided to the shoulder 2, the lateral support of the tire can be improved, and the vehicle driving process can be more stable; at the same time, in this embodiment, the belt layer 12, the cord layer 13, and the sidewall rubber 22 are all prior arts, the cord layer 13 is one of the inner walls of the tire, and the sidewall rubber 22 is attached to the outer side of the cord layer 13 as the outer wall of the tire. As a pressure-bearing module, the sidewall rubber 22 is glued to the outer edge of the shoulder 2. In order to improve the stability of the shoulder 2, the shoulder cushion layer 21 is filled into the belt layer 13. The inner side of the bundle layer 12 and the sidewall rubber 22, and the outer side of the belt layer 12 and the sidewall rubber 22 are wrapped by the crown. The high elastic modulus of the shoulder cushion layer 21 can effectively improve the buffering performance and adhesion at the shoulder 2, improve the tire stability, and reduce the rolling resistance at the shoulder 2, thereby improving the overall performance. In addition, by providing the noise reduction body 4 with a noise reduction layer 41 and a sound absorbing layer 42, on the one hand, the noise propagation ability of the tire can be weakened, and on the other hand, the remaining noise energy can be transmitted to the sound absorbing layer 42, which is beneficial to further noise reduction of the sound absorbing layer 42.

[0033] In another embodiment, one end of the shoulder cushion layer 21 is bonded and connected between the belt layer 12 and the carcass layer 13, and the other end is bonded and connected between the sidewall rubber 22 and the carcass layer 13. One end of the shoulder cushion layer is arranged between the junction of the belt layer 12 and the carcass layer 13 and bonded, and the other end is bonded and connected between the junction of the sidewall rubber 22 and the carcass layer 13, which can ensure the stability of the connection of the shoulder cushion layer 21, and the shoulder cushion layer 21 can also provide certain lateral support for the sidewall and the shoulder.

[0034] In another embodiment, the width of the shoulder cushion layer 21 is 20%-30% of the width of the running surface; the width-to-thickness ratio of the shoulder cushion layer 21 is (20-30): 1. In the design process of the shoulder cushion layer 21, the width and thickness of the shoulder cushion layer 21 can be determined according to the specific new energy vehicle model and tire model, and the cushioning performance and stability of the tire shoulder 2 can be improved while ensuring good adhesion between the shoulder cushion layer 21 and the airtight layer.

[0035] In another embodiment, the width of the contact portion between the shoulder cushion layer 21 and the belt layer 12 is 3%-8% of the running surface width. By setting the width of the contact portion between the shoulder cushion layer 21, it is ensured that the shoulder cushion layer 21 can completely replace the sidewall rubber 22 and extend into the belt layer 12, thereby improving the adhesion and cushioning properties of the shoulder 2, ensuring that the shoulder cushion layer 21 bears pressure and also plays a connecting role.

[0036] In another embodiment, the shoulder cushion layer 21 is made of elastic rubber material, such as natural rubber, styrene-butadiene rubber, butadiene rubber. By utilizing the high elasticity of the shoulder cushion layer 21, better cushioning can be provided for the shoulder 2, and good support can be provided for the tire, so that the vehicle tire can avoid vehicle performance fluctuations caused by additional vibrations during high-speed driving, thereby ensuring the stability of the vehicle at high speed.

[0037] In another embodiment, a support body 23 is provided inside the shoulder cushion layer 21, and the support body 23 is made of spring steel. The shoulder cushion layer 21 can strengthen the support of the sidewall rubber 22 to the belt layer 12, and when the support body 23 is added inside the shoulder cushion layer 21, the support of the shoulder cushion layer 21 to the belt layer 12 can be further improved, and at the same time, the external pressure on the sidewall rubber direction can be shared on the side of the tire, thereby improving stability.

[0038] In another embodiment, the noise reduction layer 41 is at least 3 layers of non-woven fabric material, the sound absorbing layer 42 is made of polyurethane foam material, and the noise reduction layer 41 and the sound absorbing layer 42 are connected by hot melt adhesive. By providing at least 3 layers of non-woven fabric material, the unique porous structure characteristics of the non-woven fabric material can be utilized to extend the noise propagation path, and the noise energy can be weakened. In addition, during the noise propagation process, the remaining energy will be evenly transferred to the sound absorbing layer 42, and the noise will be further absorbed to achieve sound absorption and noise reduction. In addition, by fixing with hot melt adhesive, the structure is more stable.

[0039] In another embodiment, the width of the noise reduction layer 41 is 110%-120% of the width of the running surface; the width of the sound absorption layer 42 is 120%-150% of the width of the running surface; and the width-to-thickness ratio of the sound absorption layer 42 is (20-30): 1. By setting the widths of the sound absorption layer 42 and the noise reduction layer 41, the tire tread 1 can be fully covered, and the noise can be effectively absorbed and degraded. At the same time, the effective thickness of the sound absorption layer 42 is also set, and different thicknesses of the sound absorption layer 42 can be matched for different vehicle models to achieve a more balanced sound absorption and noise reduction effect.

[0040] The above is only an embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.

Claims

1. A new energy vehicle tire with shock absorption and sound absorption and noise reduction functions, characterized in that: The tire comprises a tread, a shoulder and a sidewall, wherein the tread is provided with a cap layer, a belt layer, a cord layer and a noise reduction body in sequence from the outside to the inside; The sidewall is provided with sidewall rubber inside; the sidewall rubber is laminated to the outside of the cord layer and extends from the sidewall to just below the shoulder; A shoulder cushion layer is arranged in the shoulder, and the shoulder cushion layer is arranged at the connection between the sidewall rubber and the belt layer. The inner wall of the sidewall rubber and the belt layer is attached to the outer side of the shoulder cushion layer, and the inner side of the shoulder cushion layer is wrapped around the outer side of the cord layer; The noise reduction body is provided with a noise reduction layer and a sound absorbing layer in sequence from the outside to the inside.

2. The new energy vehicle tire according to claim 1, characterized in that: One end of the shoulder cushion layer is bonded and connected between the belt layer and the cord layer, and the other end is bonded and connected between the sidewall rubber and the cord layer.

3. The new energy vehicle tire according to claim 2, characterized in that: The width of the shoulder cushion layer is 20%-30% of the width of the running surface.

4. The new energy vehicle tire according to claim 3, characterized in that: The width-to-thickness ratio of the shoulder cushion layer is (20-30):

1.

5. The new energy vehicle tire according to claim 4, characterized in that: The width of the part where the shoulder cushion layer and the belt layer are attached is 3%-8% of the width of the running surface.

6. The new energy vehicle tire according to claim 1, characterized in that: The shoulder cushion layer is made of elastic rubber.

7. The new energy vehicle tire according to claim 1, characterized in that: A support body is arranged inside the shoulder cushion layer, and the support body is made of spring steel.

8. The new energy vehicle tire according to claim 1, characterized in that: The noise reduction layer is made of at least three layers of non-woven fabric material, the sound absorption layer is made of polyurethane foam material, and the noise reduction layer and the sound absorption layer are connected by hot melt adhesive.

9. The new energy vehicle tire according to claim 8, characterized in that: The width of the noise reduction layer is 110%-120% of the width of the running surface; the width of the sound absorption layer is 120%-150% of the width of the running surface.

10. The new energy vehicle tire according to claim 9, characterized in that: The width-to-thickness ratio of the sound-absorbing layer is (20-30):1.

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