Joint capable of improving running vibration of tire
By using ply and airtight layer joints with butt tread joints and annular array distribution in the tires, the problems of noise and vibration during high-speed driving are solved, achieving a more uniform weight distribution and better comfort performance.
Patent Information
- Application Number
- CN202422375764.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-29
- Publication Date
- 2025-06-24
- Estimated Expiration
- 2034-09-29
AI Technical Summary
The existing tire joint distribution method causes noise and abnormal vibration when the tire is driving at high speed, affecting the silent performance and comfort performance.
The butt tread joint, the first cord joint, the second cord joint and the airtight layer joint are used, respectively distributed at 120° intervals, and the tread joint is located opposite the airtight layer joint.
Significantly improve the weight distribution of the tire, reduce noise and abnormal vibration during high-speed driving, and improve the uniform and comfortable performance of the tire.
Smart Images
Figure CN223014252U_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the field of tires, and in particular to a joint capable of improving the vibration of tires during driving. Background Art
[0002] Tires are circular elastic rubber products that roll on the ground and are installed on various vehicles or machines. They are usually installed on metal rims, can support the vehicle body, buffer external impacts, achieve contact with the road surface and ensure the driving performance of the vehicle. Tires are often used under complex and harsh conditions. They are subjected to various deformations, loads, forces, and high and low temperature effects when driving, so they must have high load-bearing performance, traction performance, and buffering performance. At the same time, they are also required to have high wear resistance and flex resistance, as well as low rolling resistance and heat generation.
[0003] The prior art generally adopts a tread joint 1, an airtight layer joint 2, a first cord joint 3, and a second cord joint 4. The above four joints are evenly distributed at 90° intervals in the tire circumference, such as Figure 1 As shown. However, with the increase in production precision, in response to the requirements of automobile manufacturers and the market for quiet performance and comfort performance, it is necessary to effectively control the uniformity of tires when they leave the factory, that is, the weight distribution. This distribution method will have an adverse effect on the overall weight distribution of the tire, thus generating a lot of noise and even causing abnormal vibration during high-speed driving. Utility Model Content
[0004] In order to make up for the above shortcomings, the present application provides a joint that can improve the vibration of tires during driving, aiming to improve the uniformity of tires, i.e. weight distribution, when tires leave the factory. This distribution method will have an adverse effect on the overall weight distribution of tires, thus generating a lot of noise and even causing abnormal vibration during high-speed driving.
[0005] An embodiment of the present application provides a joint capable of improving tire running vibration, comprising a tread, a first cord, a second cord and an airtight layer.
[0006] The connections at both ends of the tread, the first cord, the second cord and the airtight layer respectively form a butt tread joint, a first cord joint, a second cord joint and an airtight layer joint. The positions of the first cord joint, the second cord joint and the airtight layer joint are respectively arranged in a circular array, and the butt tread joint is located opposite to the airtight layer joint.
[0007] In a specific embodiment, the first cord joint, the second cord joint and the airtight layer joint are arranged at intervals of 1°.
[0008] In a specific embodiment, both ends of the tread are connected in a butting manner to form the butted tread joint.
[0009] In a specific embodiment, the tread, the first ply, the second ply, and the inner liner have the same length.
[0010] In a specific embodiment, the first ply, the second ply, and the inner liner are sequentially disposed on the inner side of the tread.
[0011] Advantageous effects: As the production accuracy improves, the tread joint adopts a butting instead of a lapping form, which has less influence on the overall rigidity of the tire. Without sacrificing other performance and increasing costs, three joints including the first ply joint, the second ply joint, and the inner liner joint are distributed circumferentially at 120° intervals, and the tread joint is opposite to the inner liner joint. The application of this joint distribution method can significantly improve the weight distribution of the tire when it leaves the factory, has a good effect on improving the uniformity performance, significantly reduces the noise generated by vibration during actual vehicle testing, and basically eliminates the abnormal vibration phenomenon during high-speed driving. BRIEF DESCRIPTION OF THE DRAWINGS
[0012] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present application and should not be regarded as limiting the scope. For those of ordinary skill in the art, other related drawings can be obtained based on these drawings without creative efforts.
[0013] Figure 1 is a schematic structural diagram of the background technology of the joint that can improve the driving vibration of the tire provided by the embodiment of the present application;
[0014] Figure 2 is a schematic structural diagram of the joint that can improve the driving vibration of the tire provided by the embodiment of the present application.
[0015] In the figure: 1 - tread; 2 - first ply; 3 - second ply; 4 - inner liner; 5 - butted tread joint; 6 - first ply joint; 7 - second ply joint; 8 - inner liner joint. DETAILED DESCRIPTION OF THE EMBODIMENTS
[0016] The technical solutions in the embodiments of the present application will be described below with reference to the drawings in the embodiments of the present application.
[0017] Please refer to Figure 1 - Figure 2 , the present application provides a joint that can improve the driving vibration of the tire, including a tread 1, a first ply 2, a second ply 3, and an inner liner 4.
[0018] Please refer to Figure 1 and Figure 2 wherein, at both ends of the tread 1, the first ply 2, the second ply 3 and the inner liner 4, butt joints of the tread 5, the first ply joint 6, the second ply joint 7 and the inner liner joint 8 are respectively formed. The positions of the first ply joint 6, the second ply joint 7 and the inner liner joint 8 are respectively arranged in an annular array, and the butt joint of the tread 5 is located opposite to the inner liner joint 8. Among them, because with the improvement of production precision, the joint of the tread 1 adopts a butt joint instead of a lap joint, the influence on the overall rigidity of the tire becomes smaller. Without reducing other performance and increasing costs, three joints including the first ply joint 6, the second ply joint 7 and the inner liner joint 8 are distributed circumferentially at intervals of 120°. The butt joint of the tread 5 can be opposite to the inner liner joint 8. The application of this joint distribution method can significantly improve the weight distribution of the tire when leaving the factory, has a good effect on improving the uniformity performance, significantly reduces the noise generated by vibration during the actual vehicle test, and basically eliminates the abnormal vibration phenomenon during high-speed driving.
[0019] In this embodiment, the first ply joint 6, the second ply joint 7 and the inner liner joint 8 are arranged at intervals of 120°. Both ends of the tread 1 are respectively connected by butt joints to form the butt joint of the tread 5. Among them, with the improvement of production precision, the joint of the tread 1 adopts a butt joint instead of a lap joint, the influence on the overall rigidity of the tire becomes smaller, and three joints including the first ply joint 6, the second ply joint 7 and the inner liner joint 8 are distributed circumferentially at intervals of 120°.
[0020] During specific setting, the tread 1, the first ply 2, the second ply 3 and the inner liner 4 have the same length. The first ply 2, the second ply 3 and the inner liner 4 are sequentially arranged inside the tread 1.
[0021] The working principle of the joint that can improve the driving vibration of the tire:
[0022] With the improvement of production precision, the joint of the tread 1 adopts a butt joint instead of a lap joint, the influence on the overall rigidity of the tire becomes smaller. Without reducing other performance and increasing costs, three joints including the first ply joint 6, the second ply joint 7 and the inner liner joint 8 are distributed circumferentially at intervals of 120°. The butt joint of the tread 5 can be opposite to the inner liner joint 8. The application of this joint distribution method can significantly improve the weight distribution of the tire when leaving the factory, has a good effect on improving the uniformity performance, significantly reduces the noise generated by vibration during the actual vehicle test, and basically eliminates the abnormal vibration phenomenon during high-speed driving.
[0023] The above are only embodiments of the present application and are not intended to limit the protection scope of the present application. For those skilled in the art, various modifications and changes can be made to the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included within the protection scope of the present application. It should be noted that similar reference numerals and letters represent similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.
Claims
1. A joint capable of improving tire running vibration, characterized in that: include A tread (1), a first cord (2), a second cord (3) and an airtight layer (4); the tread (1), the first cord (2), the second cord (3) and the airtight layer (4) are connected at both ends to form a butt tread joint (5), a first cord joint (6), a second cord joint (7) and an airtight layer joint (8); the first cord joint (6), the second cord joint (7) and the airtight layer joint (8) are arranged in a circular array, and the butt tread joint (5) is located opposite to the airtight layer joint (8).
2. A joint capable of improving tire running vibration according to claim 1, characterized in that: The first cord joint (6), the second cord joint (7) and the airtight layer joint (8) are arranged at intervals of 120°.
3. A joint capable of improving tire running vibration according to claim 1, characterized in that: The two ends of the tread (1) are connected in a butt-jointed manner to form the butt-jointed tread joint (5).
4. A joint capable of improving tire running vibration according to claim 1, characterized in that: The tread (1), the first cord (2), the second cord (3) and the airtight layer (4) have the same length.
5. The joint capable of improving tire running vibration according to claim 1, characterized in that: The first cord fabric (2), the second cord fabric (3) and the airtight layer (4) are sequentially arranged on the inner side of the tread (1).