Noise reduction assembly for a vehicle tire and a silent tire

Abstract

The utility model discloses a kind of noise reduction assembly of automobile tire and mute tire, the noise reduction assembly of automobile tire in it includes shock pad, the two sides of shock pad are used to abut the inner wall two sides of automobile tire;Sponge body, bonding in the other side of shock pad, the width of sponge is less than the width of shock pad;Sound transmission cloth, sound transmission cloth covers the surface of sponge.The shock pad of the utility model can absorb tire vibration energy, reduce noise transmission, sponge body has a large number of intercommunicating micropore and bubble structure, can effectively absorb resonance noise generated inside tire, reduce sound wave in tire internal reflection superposition amplification, by sound transmission cloth and sponge body composition film resonance sound absorber, can further absorb sound wave, improve the noise reduction function of the noise reduction assembly of automobile tire.

Description

Technical Field

[0001] This utility model relates to the field of tire technology, and in particular to a noise reduction component for automobile tires and a quiet tire. Background Technology

[0002] During vehicle operation, tires, as a key component in direct contact with the ground, directly impact vehicle comfort due to their noise reduction performance. Currently, noise reduction is typically achieved by attaching sound-absorbing cotton to the inner sidewall of the tire.

[0003] However, existing sound-dampening foams are generally composed of foam, shock-absorbing pads, and adhesive. Because car tires are constantly in a state of up-and-down motion and have to withstand high temperatures, the adhesive gradually loses its stickiness due to the high temperature. As a result, the sound-dampening foam is very easy to separate and detach from the inner wall of the tire, ultimately causing the tire's sound-dampening function to fail. Utility Model Content

[0004] The main purpose of this invention is to propose a noise reduction component for automobile tires, which aims to solve the technical problem that the noise reduction sponge of existing silent tires is easily separated from the inner wall of the tire, thus causing the noise reduction function of the silent tire to fail.

[0005] To achieve the above objectives, the first aspect of this utility model provides a noise reduction component for automobile tires, comprising:

[0006] The shock-absorbing pad has two sides for abutting against the inner sides of the car tire.

[0007] A sponge body is adhered to the other side of the shock-absorbing pad, and the width of the sponge body is smaller than the width of the shock-absorbing pad;

[0008] A sound-permeable cloth is used to cover the surface of the sponge.

[0009] In some embodiments, a damping adhesive is also included, which is disposed on the side of the damping pad facing away from the sponge.

[0010] In some embodiments, the width of the sponge is 2 to 4 centimeters smaller than the width of the shock-absorbing pad.

[0011] In some embodiments, one end of the shock-absorbing pad protrudes from the sponge body, and the other end of the shock-absorbing pad is recessed relative to the sponge body, with one end of the sponge body overlapping the protruding end of the shock-absorbing pad.

[0012] In some embodiments, the shock-absorbing pad has a first arc-shaped surface on the side near the sponge, and the sponge has a second arc-shaped surface on the side near the shock-absorbing pad that is adapted to the first arc-shaped surface.

[0013] In some embodiments, the side of the sponge body facing away from the shock-absorbing pad is provided with a third arc-shaped surface, the structure of which is consistent with the second arc-shaped surface.

[0014] In some embodiments, the sound-permeable cloth is an acoustic wedge cloth.

[0015] In some embodiments, the damping adhesive is putty.

[0016] The second aspect of this utility model provides a quiet tire, including a tire and a noise reduction component for a car tire as described above, wherein the noise reduction component for the car tire is bonded to the inner wall of the tire via the damping rubber.

[0017] In some embodiments, the two ends of the shock-absorbing pad abut against the two sides of the inner wall of the tire.

[0018] The noise reduction component for automobile tires of this invention includes a shock-absorbing pad, a sponge, and a sound-permeable cloth. The shock-absorbing pad can absorb the vibration energy of the tire and reduce noise transmission. The sponge has a large number of interconnected micropores and bubble structures, which can effectively absorb the resonance noise generated inside the tire and reduce the reflection, superposition, and amplification of sound waves inside the tire. The sound-permeable cloth and the sponge form a thin-film resonant sound absorber, which can further absorb sound waves and improve the noise reduction function of the noise reduction component for automobile tires. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the structure of an embodiment of the noise reduction component for automobile tires according to this utility model;

[0020] Figure 2 This is a schematic diagram of the sponge body and shock-absorbing pad of this utility model.

[0021] Figure 3 This is a structural schematic diagram of an embodiment of the silent tire of this utility model.

[0022] Explanation of icon numbers:

[0023] Detailed Implementation

[0024] The solutions in the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. Based on the embodiments of this utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this utility model.

[0025] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in this utility model embodiment are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0026] It should also be noted that when a component is described as "fixed to" or "set on" another component, it can be directly on the other component or there may be an intervening component present. When a component is described as "connected to" another component, it can be directly connected to the other component or there may be an intervening component present.

[0027] Furthermore, the use of terms such as "first" and "second" in this utility model is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. Additionally, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. When the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed by this utility model.

[0028] Please refer to Figures 1 to 3 The first aspect of this utility model discloses a noise reduction component 100 for automobile tires, mainly used on tires 200 for noise reduction. It includes: a shock-absorbing pad 120, a sponge 110, and a sound-permeable cloth 140. The shock-absorbing pad 120 serves as an intermediate buffer layer, and its material can be rubber or high-damping foam. Its main function is to absorb the vibration energy of the tire 200 and reduce noise transmission. The sponge 110 can be made of various materials, such as sponge or fiber cotton, depending on actual needs; this utility model does not impose any limitations on this. The sound-permeable cloth 140 is attached to the side of the sponge 110 facing away from the shock-absorbing pad 120, forming a tightly fitted layered structure with the sponge 110. By setting the sound-permeable cloth 140, it forms a thin-film resonant sound absorber with the sponge 110, further improving the sound absorption effect of the noise reduction component 100 for automobile tires.

[0029] In some embodiments, the sponge 110 is a sound-absorbing sponge. The noise generated by the tire 200 during operation mainly includes air turbulence noise generated by the friction between the tire tread and the ground, and structural noise caused by tire vibration. The sound-absorbing sponge has a large number of interconnected micropores and air bubbles, which can effectively absorb the resonance noise generated by air vibration inside the tire 200, reduce the back-and-forth reflection of sound waves within the tire 200 cavity, and prevent noise amplification. Furthermore, the sound-absorbing sponge material is low in cost and easy to process and shape.

[0030] In this embodiment of the invention, the width of the sponge body 110 can be selected in various ways. In some embodiments, the width of the sponge body 110 is 2 to 4 centimeters smaller than the width of the shock-absorbing pad 120, which ensures that it can be installed in the tire and also forms abutment against the sides of the tire during driving, maintaining stability. Please refer to... Figure 1 and Figure 3 The width of the shock-absorbing pad 120 is slightly larger than that of the sponge 110, expanding the coverage of vibration damping. This allows for more comprehensive interception of vibrations transmitted from the inner wall of the tire 200, reducing the amount of vibration transmitted to the sponge 110. This enables the sponge 110 to focus on absorbing high-frequency noise, resulting in a more significant overall noise reduction effect. Furthermore, during rapid acceleration and cornering, the vibration direction and intensity of the tire 200's inner wall become more complex. The wide design of the shock-absorbing pad 120 can disperse vibration stress in different directions through its extended portion, preventing stress concentration at the edge of the sponge 110, protecting the structural integrity of the sponge 110, and extending its service life.

[0031] In some embodiments, the noise reduction component 100 of the automobile tire of this invention further includes a damping adhesive 130. The damping adhesive 130 is the core connecting layer of the noise reduction component 100 of the automobile tire, and its material can be butyl rubber. On the one hand, its physical state is mud-like, and compared with traditional curing adhesives, it has the characteristic of not drying and can spread under external force; it also has temperature resistance, can adapt to -40℃ to 80℃, can adapt to the high temperature generated by the high speed of the tire 200, and is not easy to fall off on its own, thus improving its service life.

[0032] On the other hand, butyl rubber, being mud-like, possesses a certain degree of elasticity, which can serve as a buffer and shock absorber, thereby reducing the vibrational sound transmission energy within the tire 200 and acting as a damping layer to provide sound insulation and noise reduction. Therefore, when the noise reduction component is applied to the tire 200, the damping rubber 130, together with the tire 200 and the sponge 110, forms a composite damping body, increasing the composite damping coefficient, suppressing the vibrational transmission of resonance noise, and improving the vibration damping and noise reduction performance of the tire 200.

[0033] Furthermore, the surface of tire 200 contains silicone oil, a release agent. During the use of tire 200, this silicone oil continuously leaches out. Traditional sound-dampening sponges are easily affected by this silicone oil, leading to reduced adhesive strength and ineffective bonding. In this invention, the damping adhesive 130 uses butyl rubber, which has a putty structure. This putty structure is a macromolecular structure capable of encapsulating the silicone oil. Under the combined pressure of the inner wall of tire 200 and the damping pad 120, the damping adhesive 130 continuously moves, encapsulating the silicone oil within itself. This new putty structure re-bonds the inner wall of tire 200, improving the connection stability between the noise reduction components and tire 200, extending service life, and ensuring stable and effective noise reduction.

[0034] Please refer to Figure 1 Multiple sets of damping adhesive 130 can be set, and multiple sets of damping adhesive 130 are applied at intervals to the side of the damping pad 120 that is away from the sound-absorbing sponge.

[0035] The amount of damping adhesive 130 can be 3, 4 or 5, etc. By selecting an appropriate amount of damping adhesive 130, the cost of using damping adhesive 130 can be reduced, while ensuring that the noise reduction component 100 of the car tire has good adhesion.

[0036] In this embodiment, multiple sets of damping adhesive 130 are pasted on the damping pad 120 in strips. The gaps between adjacent damping adhesive 130 provide a channel for the flow of damping adhesive 130, avoiding the problem of uneven diffusion caused by the initial aggregation of a single large area adhesive layer; it can also reduce the problem of "overflow" or "misalignment" caused by large area adhesive application, and reduce production difficulty and scrap rate.

[0037] The noise reduction component 100 of the automobile tire of this utility model can be adhered to the tire 200 by the damping adhesive 130. At this time, the damping adhesive 130 is initially fixed by its own adhesion. Since it is non-drying, it will not harden like traditional glue. When the vehicle is running, the tire 200 continuously vibrates, deforms and generates heat. Under the dual action of temperature rise and mechanical stress, the damping adhesive 130 can gradually diffuse into the gap between the damping pad 120 and the inner wall of the tire 200, increasing the application area. At the same time, it carries the release agent silicone oil component released by the tire 200, improving the adhesion performance and connection stability of the noise reduction component 100 of the automobile tire, ensuring that the noise reduction and quieting function of the quiet tire is stable and effective.

[0038] Please refer to Figure 2 The shock-absorbing pad 120 has a first arc-shaped surface 121 on the side near the sponge 110, and the sponge 110 has a second arc-shaped surface 111 on the side near the shock-absorbing pad 120 that matches the first arc-shaped surface 121. The shock-absorbing pad 120 and the sponge 110 are circumferentially arranged on the inner wall of the tire 200. When placed on the inner wall of the tire 200, the presence of the first arc-shaped surface 121 and the second arc-shaped surface 111 allows the shock-absorbing pad 120 and the sponge 110 to adapt to the curvature of the inner wall of the tire 200, reducing internal stress and preventing them from detaching from the tire 200 under the influence of internal stress.

[0039] Please continue to refer to this. Figure 2 The sponge body 110 has a third arc-shaped surface 112 on the side facing away from the shock-absorbing pad. The structure of the third arc-shaped surface 112 is the same as that of the second arc-shaped surface 111. That is to say, the sponge body 110 is curved as a whole, with the curvature of the upper and lower ends being the same, which can further reduce internal stress and greatly improve the connection stability between the noise reduction component and the tire 200.

[0040] In this embodiment of the invention, the sound-permeable cloth 140 can be an acoustic wedge cloth. The surface of the acoustic wedge cloth typically has a microstructure similar to a "wedge," such as fine fibers, protrusions, or wrinkles. These structures can more effectively scatter and rub against high-frequency sound waves, thereby improving the absorption capacity of the noise reduction component 100 of the car tire for high-frequency sound waves and further enhancing the noise reduction function of the noise reduction component 100 of the car tire.

[0041] Reference Figure 2 In some embodiments, one end of the damping pad 120 protrudes from the sponge body 110, while the other end of the damping pad 120 is recessed relative to the sponge body 110. During assembly, one end of the sponge body 110 can overlap the protruding end of the damping pad 120. It can be understood that when the noise reduction component 100 of the automobile tire is assembled inside the tire 200, the sponge body 110 forms an interlocking connection structure, improving connection stability and thus preventing displacement of the noise reduction component within the tire 200.

[0042] Please refer to Figure 3 The second aspect of this utility model provides a quiet tire, including: a tire 200 and a noise reduction component 100 of the automobile tire as described above, wherein the noise reduction component 100 of the automobile tire is bonded to the inner wall of the tire 200 by a shock-absorbing rubber 130.

[0043] The noise reduction component 100 of the car tire is attached to the inner wall along the circumferential direction of the tire 200, and the end is connected by a stepped interlocking joint. Specifically, it is mainly fixed to the inner wall of the tire 200 by strip-shaped spaced damping rubber 130. The spaced design of the damping rubber 130 ensures the connection strength and also reserves space for the expansion and contraction of the damping rubber 130 as the tire 200 moves and deforms.

[0044] When the tire 200 vibrates due to road impact, the elastic material of the shock-absorbing pad 120, such as shock-absorbing rubber, absorbs some of the vibration energy through deformation, especially low-frequency vibration, reducing the transmission of vibration to the sponge 110 and the cavity of the tire 200, thus weakening the "vibration source" of noise generation from the source. The sound waves entering the cavity will come into contact with the sponge 110, such as sound-absorbing sponge. The sound waves undergo multiple reflections and friction in the porous structure of the sponge, and the energy is converted into heat energy and consumed, preventing the sound waves from continuously resonating and amplifying in the cavity, thus improving the quietness of the quiet tire.

[0045] The noise reduction component provided in this embodiment, by incorporating damping rubber 130, damping pad 120, sponge 110, and sound-permeable cloth 140, forms a multi-layered composite damping and sound-absorbing body. When applied to the inner wall of the tire 200, it can prevent noise vibration transmission through the damping function of damping rubber 130 and damping pad 120, and also absorb other resonance noise through the thin-film resonant sound-absorbing body composed of sponge 110 and sound-permeable cloth 140, thus significantly improving the noise reduction and quietness effect of the quiet tire of this utility model and enhancing driving comfort.

[0046] Please continue to refer to this. Figure 3 The two ends of the shock-absorbing pad 120 abut against the two sides of the inner wall of the tire 200.

[0047] This can be understood as follows: the width of the shock-absorbing pad 120 at both ends is slightly larger than the distance between the two sides of the inner wall of the tire 200. After assembly, the two ends of the shock-absorbing pad 120 are tightly abutted against the two sides of the inner wall of the tire 200, forming a rigid physical limiting structure. This design "clamps" the shock-absorbing pad 120 in the width direction against the two sides of the inner wall of the tire 200. Combined with its adhesive connection to the inner wall of the tire 200 via strip-shaped shock-absorbing adhesive 130, it forms a dual fixing structure of "adhesion + mechanical limiting," which plays the role of edge support and improves connection stability.

[0048] When the tire 200 rotates, especially when driving at high speed or turning, it generates strong centrifugal force and lateral vibration. The abutting design limits its lateral movement space through physical constraints, ensuring that the shock-absorbing pad 120 always maintains its initial installation position during long-term use. This avoids problems such as misalignment of the sponge 110 and uneven diffusion of the shock-absorbing rubber 130 caused by displacement, ensuring the stability of the noise reduction components 100 of the car tire, and thus ensuring the stable and effective noise reduction effect of the quiet tire.

[0049] Since the silent tire adopts all the technical solutions of all embodiments of the noise reduction component 100 of the above-mentioned automobile tire, the silent tire of this utility model also has at least all the beneficial effects brought about by the technical solutions of the above-mentioned embodiments, which will not be described in detail here.

[0050] The above are only some or preferred embodiments of this utility model. Neither the text nor the drawings should limit the scope of protection of this utility model. All equivalent structural transformations made using the contents of this utility model specification and drawings under the overall concept of this utility model, or direct / indirect applications in other related technical fields, are included within the scope of protection of this utility model.

Claims

1. A noise reduction component for automobile tires, characterized in that, include: The shock-absorbing pad has two sides for abutting against the inner sides of the car tire. A sponge body is adhered to the other side of the shock-absorbing pad, and the width of the sponge body is smaller than the width of the shock-absorbing pad; Sound-permeable cloth, which covers the surface of the sponge.

2. The noise reduction component for automobile tires according to claim 1, characterized in that, It also includes shock-absorbing adhesive, which is disposed on the side of the shock-absorbing pad facing away from the sponge.

3. The noise reduction component for automobile tires according to claim 1, characterized in that, The width of the sponge is 2 to 4 centimeters smaller than the width of the shock-absorbing pad.

4. The noise reduction component for automobile tires according to claim 3, characterized in that, One end of the shock-absorbing pad protrudes from the sponge body, and the other end of the shock-absorbing pad is recessed relative to the sponge body. One end of the sponge body can overlap the protruding end of the shock-absorbing pad.

5. The noise reduction component for automobile tires according to claim 1, characterized in that, The shock-absorbing pad has a first arc-shaped surface on the side near the sponge, and the sponge has a second arc-shaped surface on the side near the shock-absorbing pad that matches the first arc-shaped surface.

6. The noise reduction component for automobile tires according to claim 5, characterized in that, The sponge body has a third arc-shaped surface on the side facing away from the shock-absorbing pad, and the structure of the third arc-shaped surface is the same as that of the second arc-shaped surface.

7. The noise reduction component for automobile tires according to claim 4, characterized in that, The sound-permeable cloth is an acoustic wedge-shaped cloth.

8. The noise reduction component for automobile tires according to claim 2, characterized in that, The damping adhesive is a putty.

9. A silent tire, characterized in that, The invention includes a tire and a noise reduction assembly for an automobile tire as described in any one of claims 1 to 8, wherein the noise reduction assembly for the automobile tire is bonded to the inner wall of the tire via the damping adhesive.

10. The silent tire according to claim 9, characterized in that, The two ends of the shock-absorbing pad abut against the two sides of the inner wall of the tire.

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