Low-noise new energy automobile tire
By optimizing the tread pattern structure and adding a buffer layer between the belt layer and the ply, the problems of high noise and poor noise reduction performance of new energy vehicles are solved, and long-lasting shock and noise reduction effects are achieved, improving riding comfort and handling.
Patent Information
- Application Number
- CN202422306139.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-20
- Publication Date
- 2025-06-17
- Estimated Expiration
- 2034-09-20
AI Technical Summary
The tires of existing new energy vehicles are noisy when driving, and the noise reduction performance is poor, which affects riding comfort and handling.
By optimizing the tread pattern structure, setting the reasonable depth and distribution of longitudinal and transverse grooves, and adding a buffer layer composed of polyurethane foam layer and high elastic rubber layer between the belt layer and the ply layer to achieve long-lasting shock and noise reduction effect.
It achieves effective reduction of tire noise, improves riding comfort and handling, while enhancing grip and drainage capabilities, and reduces rolling resistance.
Smart Images
Figure CN222987887U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of tires, in particular to a low-noise new energy vehicle tire. Background Art
[0002] Tires are important safety components of automobiles. The automobile makes contact with the ground through the tires to transmit driving force, braking force, and steering force. Therefore, the performance of the tires affects the comfort, operation safety, stability, etc. of the whole vehicle. In recent years, new energy vehicles have developed rapidly, and consumers have put forward higher requirements for the comfort of vehicle use. During the driving process of the vehicle, as the only component in contact with the ground, the noise radiation and vibration characteristics of the tires directly affect the ride comfort and smoothness of the vehicle. Therefore, how to reduce the tire noise during driving is one of the key points in the current research on new energy vehicles.
[0003] The noise generated when the tire is running generally consists of external noises such as tread noise and road surface noise, and internal cavity noise. Based on this, the main methods for reducing tire noise are to change the tread pattern style, change the tire structure, or optimize the tread formula. However, the change in the tread pattern structure will affect the drainage performance, grip, rolling resistance, etc. of the tire. Changing the tire structure, such as adding a strip of sound-absorbing cotton, has poor durability of the noise reduction performance and is prone to falling off after long-term use. Therefore, how to design a new energy vehicle tire with excellent and durable noise reduction performance, while also having good grip and low rolling resistance, etc. is still a technical problem that needs to be solved urgently at present. Summary of the Utility Model
[0004] To solve the problems existing in the prior art, the utility model provides a low-noise new energy vehicle tire. By optimizing the tread pattern structure and adding a buffer layer between the belt layer and the cord fabric layer, the effects of long-term and durable shock absorption and noise reduction are achieved, the comfort is improved, the rolling resistance of the tire is reduced, the grip is enhanced, and the controllability of the tire is enhanced.
[0005] To achieve the above object, the technical solutions adopted by the utility model are as follows:
[0006] A low-noise new energy vehicle tire includes a tread, on which inner shoulder tread blocks, a first longitudinal groove, a first crown tread block, a second longitudinal groove, a middle tread block, a third longitudinal groove, a second crown tread block, a fourth longitudinal groove, and outer shoulder tread blocks are sequentially arranged from left to right; wherein,
[0007] The width W of the longitudinal groove is 5% ± 1 of the ground contact width TDW;
[0008] The depths of the first longitudinal groove and the fourth longitudinal groove are D1, and the depths of the second longitudinal groove and the third longitudinal groove are D2. D1 and D2 respectively satisfy: 0.85 ≤ D1 / W ≤ 0.91, 0.63 ≤ D2 / W ≤ 0.68.
[0009] Optionally, a first transverse groove penetrating the inner shoulder tread block and first thin steel sheet grooves alternately arranged with the first transverse groove and having the same inclination direction are provided on the inner shoulder tread block. The inner end of the first thin steel sheet groove communicates with the first longitudinal groove, and the other end extends past the center of the inner shoulder tread block.
[0010] Optionally, a second transverse groove and second thin steel sheet grooves penetrating the first crown tread block are provided on the first crown tread block. The second thin steel sheet grooves are Z-shaped; the second transverse groove and the second thin steel sheet grooves are arranged alternately.
[0011] Optionally, a third transverse groove penetrating the intermediate tread block and third thin steel sheet grooves having the same inclination direction as the third transverse groove are provided on the intermediate tread block. One end of the third thin steel sheet groove communicates with the second longitudinal groove, and the other end extends to the center of the intermediate tread block.
[0012] Optionally, the outer shoulder tread block is arranged in a centrosymmetric layout with the inner shoulder tread block.
[0013] Optionally, the second crown tread block is arranged in a centrosymmetric layout with the first crown tread block.
[0014] Optionally, both the first transverse groove and the second transverse groove are arranged with multi-level variable depths, and the depths of the transverse grooves provided on the outer shoulder tread block and the second crown tread block are asymmetrically distributed; the maximum depth of the transverse groove is denoted as H1, and the minimum value is denoted as H2. H1 and H2 satisfy: 0.3 ≤ H2 / H1 ≤ 0.37.
[0015] The above-mentioned low-noise new energy vehicle tire further includes a bead, a sidewall, a belt layer, a carcass ply, and an inner liner.
[0016] Optionally, a buffer layer is provided between the belt layer and the carcass ply; the buffer layer includes a polyurethane foam layer and a high-elastic rubber layer; the buffer layer extends from the center of the tread to both sides to the center of the sidewall.
[0017] Optionally, the material of the polyurethane foam layer is a polyurethane foam material and is filled with short fibers with a mass fraction of 8-15%. The short fibers are glass fibers or carbon fibers, and the pore size range of the polyurethane foam layer is 0.2-8 μm.
[0018] Optionally, both the polyurethane foam layer and the high-elastic rubber layer are divided into a middle section and side sections; the middle section is the part extending from directly below the belt layer to the shoulder, and the side sections are the parts extending from the shoulder to the center of the sidewall; the thickness of the middle section remains unchanged; the thickness of the side sections gradually decreases from the position close to the middle section towards the center of the sidewall.
[0019] Optionally, the material of the belt layer is steel wire.
[0020] Optionally, the material of the carcass ply is aramid fiber or nylon fiber.
[0021] Due to the adoption of the above technical solutions, the beneficial effects of the present utility model include at least one of the following:
[0022] 1. For the low-noise tire provided by the present utility model, through the setting of the tread pattern, it helps to reduce resonance, lower noise, and at the same time helps to increase drainage and the tire's grip ability; by optimizing the depths of the longitudinal grooves and transverse grooves, and adopting a multi-level variable-depth setting for the transverse grooves, the reduction of tire noise is achieved while ensuring that the tire has good drainage and grip.
[0023] 2. For the low-noise tire provided by the present utility model, by setting the polyurethane foam layer, the foam material is filled with short fibers, which have a large pore size range and uneven pore sizes, and can reduce the transmission of the sound generated by tire vibration and ground friction into the tire interior, thus achieving a good shock absorption and noise reduction effect, and filling the short fibers can also serve the purpose of reinforcement.
[0024] 3. For the low-noise tire provided by the present utility model, by adding a buffer layer composed of a polyurethane foam layer and a high-elastic rubber layer between the belt layer and the carcass ply, the polyurethane foam layer and the high-elastic rubber layer cooperate with each other, and can play a good buffering role, and better achieve the effects of noise reduction and shock absorption.
[0025] 4. For the low-noise tire provided by the present utility model, the buffer layer extends to the sidewall part, enhancing the buffer performance of the sidewall and reducing sidewall noise; the thickness of the side sections of the buffer layer is gradually decreasing, which can avoid the increase of rolling resistance caused by the excessive thickness and weight of the sidewall. BRIEF DESCRIPTION OF THE DRAWINGS
[0026] Figure 1 is a schematic cross-sectional structure diagram of the low-noise tire involved in the embodiment of the present application;
[0027] Figure 2 is a schematic diagram of the tread pattern involved in the embodiment of the present application.
[0028] In the figure, 1 - tread, 11 - inner shoulder tread block, 12 - first longitudinal groove, 13 - first crown tread block, 14 - second longitudinal groove, 15 - intermediate tread block, 16 - third longitudinal groove, 17 - second crown tread block, 18 - fourth longitudinal groove, 19 - outer shoulder tread block, 111 - first transverse tread groove, 112 - first steel sheet fine groove, 131 - second transverse tread groove, 132 - second steel sheet fine groove, 151 - third transverse tread groove, 152 - third steel sheet fine groove, 2 - bead, 3 - sidewall, 4 - belt layer, 5 - carcass ply, 6 - inner liner, 7 - buffer layer, 71 - polyurethane foam layer, 72 - high elastic rubber layer, 701 - middle section, 702 - side section. Detailed implementation manners
[0029] The following combines the accompanying drawings and embodiments to further describe in detail the specific implementation manners of the present utility model. The following embodiments are used to illustrate the present utility model, but are not used to limit the scope of the present utility model.
[0030] In addition, in the description of the present utility model, it should be understood that the orientation or positional relationships indicated by the terms "top", "bottom", "inner", "outer", "center", "axial direction", "radial direction", "circumferential direction", etc. are based on the orientation or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present utility model.
[0031] In the present utility model, unless otherwise clearly specified and defined, the terms "installation", "connection", "connection", "fixation", etc. should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection, an electrical connection, or a communication connection; it can be directly connected, or indirectly connected through an intermediate medium, and can be the internal communication of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.
[0032] Embodiment 1
[0033] As shown in the attached Figure 1 , 2 figure, the present utility model relates to a low-noise tire, including a tread 1, on which an inner shoulder tread block 11, a first longitudinal groove 12, a first crown tread block 13, a second longitudinal groove 14, an intermediate tread block 15, a third longitudinal groove 16, a second crown tread block 17, a fourth longitudinal groove 18, and an outer shoulder tread block 19 are sequentially arranged from left to right; among them,
[0034] The widths W of the four longitudinal grooves, i.e., the first longitudinal groove 12, the second longitudinal groove 14, the third longitudinal groove 16, and the fourth longitudinal groove 18, are 5% ± 1 of the ground contact width TDW;
[0035] The depths of the first longitudinal groove 12 and the fourth longitudinal groove 18 are D1, and the depths of the second longitudinal groove 14 and the third longitudinal groove 16 are D2. D1 and D2 respectively satisfy: 0.85 ≤ D1 / W ≤ 0.91, 0.63 ≤ D2 / W ≤ 0.68. Through the relationship between the depths of the inner longitudinal grooves and the outer longitudinal grooves and the widths of the longitudinal grooves, the outer longitudinal grooves are deeper, which improves the drainage capacity and lateral grip of the tire in a curve and enhances the handling performance; the depth of the inner longitudinal grooves is relatively shallow, which can increase the contact area between the central part of the tire and the ground, thereby improving the grip and stability during straight driving and can also increase the noise generated by air flow. Through the reasonable design of the depths of the inner longitudinal grooves and the outer longitudinal grooves, it can have good grip, drainage capacity and can effectively reduce noise.
[0036] Specifically, the first transverse groove 111 penetrating the inner shoulder tread block 11 and the first steel sheet groove 112 alternately arranged with the first transverse groove 111 and having the same inclination direction are provided on the inner shoulder tread block 11. The inner end of the first steel sheet groove 112 communicates with the first longitudinal groove 12, and the other end extends past the center of the inner shoulder tread block 11. The second transverse groove 131 penetrating the first crown tread block 13 and the second steel sheet groove 132 are provided on the first crown tread block 13. The second steel sheet groove 132 is in a Z shape; the second transverse groove 131 and the second steel sheet groove 132 are arranged alternately. The third transverse groove 151 penetrating the intermediate tread block 15 and the third steel sheet groove 152 having the same inclination direction as the third transverse groove 151 are provided on the intermediate tread block 15. One end of the third steel sheet groove 152 communicates with the second longitudinal groove 14, and the other end extends to the center of the intermediate tread block 15. The outer shoulder tread block 19 is arranged in central symmetry with the inner shoulder tread block 11. The second crown tread block 17 is arranged in central symmetry with the first crown tread block 13. Through the above settings of the tread patterns, it helps to enhance the ability of the tire to pierce the water film on a wet road surface, improve the wet grip of the tire, ensure the driving safety of the tire, and can reduce resonance and noise.
[0037] Specifically, both the first transverse groove 111 and the second transverse groove 131 adopt a multi-level variable depth setting and are asymmetrically distributed with the depths of the transverse grooves provided on the outer shoulder tread block 19 and the second crown tread block 17; the maximum depth of the transverse groove is denoted as H1, and the minimum value is denoted as H2. H1 and H2 satisfy: 0.3 ≤ H2 / H1 ≤ 0.37. By adopting a multi-level variable depth setting for the transverse groove, the number of depth types is not less than 3, while reducing the tire noise, it can also ensure that the tire has good drainage and grip.
[0038] The low-noise new energy vehicle tire further includes a bead 2, a tire side 3, a belt layer 4, a ply 5, and an inner liner 6.
[0039] Specifically, a buffer layer 7 is provided between the belt layer 4 and the ply 5; the buffer layer 7 includes a polyurethane foam layer 71 and a high-elastic rubber layer 72; the buffer layer 7 extends from the center of the tread 1 to both sides to the center of the tire side 3.
[0040] Specifically, the material of the polyurethane foam layer 71 is polyurethane foam material and is filled with short fibers with a mass fraction of 8-15%, the short fibers are glass fibers or carbon fibers, and the pore size range of the polyurethane foam layer is 0.2-8 μm.
[0041] By providing the polyurethane foam layer, it is possible to reduce the transmission of the sound generated by tire vibration and ground friction into the tire interior, achieving a certain shock absorption and noise reduction effect; filling short fibers in the foam material not only serves the purpose of reinforcement, but also can enlarge the pore size range of the obtained polyurethane foam material, avoiding the problem that it is difficult to eliminate sound waves in the entire frequency range due to the small range of the microporous structure, increasing the elimination of sound waves and improving the noise reduction effect. The polyurethane foam layer and the high-elastic rubber layer cooperate with each other to achieve a good buffering effect and better realize the effects of noise reduction and shock absorption.
[0042] Specifically, both the polyurethane foam layer and the high-elastic rubber layer are divided into a middle section 701 and a side section 702; the middle section 701 is the part extending from directly below the belt layer to the tire shoulder, and the side section 702 is the part extending from the tire shoulder to the center of the tire side; the thickness of the middle section 701 remains unchanged; the thickness of the side section 702 gradually decreases from the position close to the middle section to the center of the tire side. The buffer layer extends to the tire side part, enhancing the buffer performance of the tire side and reducing the tire side noise; the gradually decreasing thickness setting of the side section of the buffer layer can avoid the problem that the tire side is too thick and heavy, resulting in an increase in rolling resistance.
[0043] Specifically, the material of the belt layer 4 is steel wire.
[0044] Specifically, the material of the ply 5 is aramid fiber or nylon fiber.
[0045] The above description of the embodiments is for the convenience of those of ordinary skill in the art to understand and use the utility model. It is obvious that those skilled in the art can easily make various modifications to these embodiments and apply the general principles described herein to other embodiments without creative labor. Therefore, the present utility model is not limited to the above embodiments, and the improvements and modifications made by those skilled in the art without departing from the scope of the present utility model should be within the protection scope of the present utility model.
Claims
1. A low-noise new energy vehicle tire, comprising a tread, characterized in that: The tread is provided with an inner shoulder pattern block, a first longitudinal groove, a first crown pattern block, a second longitudinal groove, a middle pattern block, a third longitudinal groove, a second crown pattern block, a fourth longitudinal groove, and an outer shoulder pattern block from left to right in sequence; wherein, The width W of the longitudinal groove is 5%±1 of the ground contact surface width TDW; The depth of the first longitudinal groove and the fourth longitudinal groove is D1, the depth of the second longitudinal groove and the third longitudinal groove is D2, and D1 and D2 respectively satisfy: 0.85≤D1 / W≤0.91, 0.63≤D2 / W≤0.
68.
2. The low-noise new energy vehicle tire according to claim 1, characterized in that: The inner shoulder pattern block is provided with a first pattern transverse groove that penetrates the inner shoulder pattern block, and a first steel sheet fine groove that is alternately arranged with the first pattern transverse groove and has the same inclination direction. The inner end of the first steel sheet fine groove is connected to the first longitudinal groove, and the other end extends through the center of the inner shoulder pattern block.
3. The low-noise new energy vehicle tire according to claim 2, characterized in that: The first crown pattern block is provided with a second pattern transverse groove and a second steel sheet fine groove penetrating through the first crown pattern block, the second steel sheet fine groove is Z-shaped; the second pattern transverse groove and the second steel sheet fine groove are staggered.
4. The low-noise new energy vehicle tire according to claim 1, characterized in that: The middle pattern block is provided with a third pattern transverse groove penetrating the middle pattern block, and a third steel sheet fine groove having the same inclination direction as the third pattern transverse groove. One end of the third steel sheet fine groove is connected to the second longitudinal groove, and the other end extends to the center of the middle pattern block.
5. The low-noise new energy vehicle tire according to claim 1, characterized in that: The outer shoulder pattern block is arranged in a centrally symmetrical manner with the inner shoulder pattern block; and the second crown pattern block is arranged in a centrally symmetrical manner with the first crown pattern block.
6. The low-noise new energy vehicle tire according to claim 3, characterized in that: The first pattern transverse grooves and the second pattern transverse grooves are both arranged with multi-level variable depths, and the transverse groove depths arranged on the outer shoulder pattern block and the second crown pattern block are asymmetrically distributed; the maximum transverse groove depth is recorded as H1, and the minimum is recorded as H2, and H1 and H2 satisfy: 0.3≤H2 / H1≤0.
37.
7. The low-noise new energy vehicle tire according to claim 1, characterized in that: The low-noise new energy vehicle tire also includes a bead, a sidewall, a belt layer, a cord layer, and an inner liner.
8. The low-noise new energy vehicle tire according to claim 7, characterized in that: A buffer layer is arranged between the belt layer and the cord layer; the buffer layer comprises a polyurethane foam layer and a high-elastic rubber layer; the buffer layer extends from the center of the tread to both sides to the center of the sidewall.
9. The low-noise new energy vehicle tire according to claim 8, characterized in that: The polyurethane foam layer is made of polyurethane foam material and is filled with nano short fibers with a mass fraction of 8-15%.
10. The low-noise new energy vehicle tire according to claim 8, characterized in that: The polyurethane foam layer and the high-elastic rubber layer are divided into a middle section and an edge section; the middle section is the part extending from the belt layer directly below to the shoulder, and the edge section is the part extending from the shoulder to the center of the sidewall; the thickness of the middle section remains unchanged; the thickness of the edge section gradually decreases from the middle section position to the center of the sidewall.