Tire cavity noise reduction structure

Abstract

This utility model belongs to the field of tire technology, and particularly relates to a tire cavity noise reduction structure, including a tire body and a tire inner wall. Multiple sets of rubber strips are circumferentially installed on the tire inner wall, and a sound-absorbing layer is disposed within each rubber strip. The sound-absorbing layer includes lateral sound-absorbing modules and longitudinal sound-absorbing modules, and expansion and contraction intervals are reserved within the multiple sets of rubber strips. By installing multiple sets of rubber strips within the tire inner wall, the rubber strips are adhered to the tire inner wall of the tire body during the tire carcass stage. After vulcanization, they fuse with the airtight layer on the tire inner wall to form an integral structure. Furthermore, the lateral and longitudinal sound-absorbing modules on the rubber strips can effectively disrupt the airflow inside the tire, converting sound energy into internal energy, thereby reducing cavity noise at 200–280Hz. This structure not only solves the problems of traditional sound-absorbing cotton being prone to falling off and not durable, but also does not require changes to existing tire manufacturing processes, making it suitable for various passenger car and commercial tires.

Description

Technical Field

[0001] This utility model relates to the field of tire technology, and in particular to a tire cavity noise reduction structure. Background Technology

[0002] The inner wall of a tire is a smooth surface. During tire operation, the flow and vibration of air inside the tire generate noise in the 200-280Hz range, known as "cavity noise." Since this frequency noise is not tire structural noise, it cannot be improved through tire structure modifications. Therefore, the noise caused by air vibration inside the tire becomes a prominent NVH (Noise, Vibration, and Harshness) issue for the entire vehicle.

[0003] Currently, most tire manufacturers use sound-absorbing cotton pasted on the inner wall of the tire to improve noise reduction. However, this method has problems such as complicated construction procedures and the sound-absorbing cotton falling off. Therefore, we propose a tire inner cavity noise reduction structure to solve the above problems. Utility Model Content

[0004] The purpose of this invention is to provide a tire inner cavity noise reduction structure to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a tire inner cavity noise reduction structure, including a tire body and a tire inner wall, wherein multiple sets of rubber strips are circumferentially installed on the tire inner wall, and a sound-absorbing layer is provided inside the rubber strips. The sound-absorbing layer includes a transverse sound-absorbing module and a longitudinal sound-absorbing module. The multiple sets of rubber strips have reserved expansion intervals, and the multiple sets of rubber strips are fused with the tire inner wall into an integral structure through a vulcanization process.

[0006] As an improved technical solution, the rubber strip is made of pre-vulcanized rubber and has an overall arc-shaped design.

[0007] As an improved technical solution, a rubber adhesive paste is applied between the rubber strip and the inner wall of the tire.

[0008] As an improved technical solution, the transverse sound-absorbing module and the longitudinal sound-absorbing module are arranged in a cross pattern to form a grid-like sound-absorbing surface.

[0009] As an improved technical solution, the width of the rubber strip is customized according to the circumference of the tire's inner cavity.

[0010] As an improved technical solution, an airtight layer is provided inside the inner wall of the tire, and the rubber strip will fuse with the airtight layer inside the inner wall of the tire during vulcanization.

[0011] After adopting the above technical solution, the beneficial effects of this utility model are:

[0012] 1. This utility model involves installing multiple sets of rubber strips inside the tire's inner wall. These strips are adhered to the tire's inner wall during the tire carcass stage and, after vulcanization, fuse with the airtight layer on the tire's inner wall to form an integral structure. The transverse and longitudinal sound-absorbing modules on the rubber strips effectively disrupt the airflow inside the tire, converting sound energy into internal energy, thereby reducing cavity noise at 200–280Hz. This structure not only solves the problems of traditional sound-absorbing cotton being prone to falling off and not durable, but also requires no changes to existing tire manufacturing processes. It is suitable for various passenger and commercial vehicle tires, significantly improving the overall vehicle's NVH performance.

[0013] 2. This utility model has a telescopic interval installed between multiple sets of rubber strips. This design can adapt to the radial deformation of the tire during driving (such as inflation and road bumps and compression), and avoid the rubber strips from cracking or falling off due to stretching or compression. At the same time, the segmented layout can reduce the resonance superposition of sound waves in the circumferential direction, and further reduce the noise peak. Attached Figure Description

[0014] Figure 1 This is a three-dimensional structural diagram of the present invention;

[0015] Figure 2 This is a bottom view of the structure of this utility model;

[0016] Figure 3 This is a partial structural diagram of the rubber strip of this utility model.

[0017] In the diagram: 1. Tire body; 2. Tire inner wall; 3. Rubber strip; 4. Sound-absorbing layer; 5. Lateral sound-absorbing module; 6. Longitudinal sound-absorbing module; 7. Telescopic interval. Detailed Implementation

[0018] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings.

[0019] This utility model provides a technical solution: such as Figures 1 to 3 As shown in this embodiment, a tire cavity noise reduction structure includes a tire body 1 and a tire inner wall 2. Multiple sets of rubber strips 3 are circumferentially installed on the tire inner wall 2. A sound-absorbing layer 4 is provided inside the rubber strips 3. The sound-absorbing layer 4 includes a transverse sound-absorbing module 5 and a longitudinal sound-absorbing module 6. Expansion intervals 7 are reserved in the multiple sets of rubber strips 3. The multiple sets of rubber strips 3 and the tire inner wall 2 are fused into an integral structure through a vulcanization process.

[0020] By installing multiple sets of rubber strips 3 inside the inner wall 2 of the tire, the rubber strips 3 are attached to the inner wall 2 of the tire body 1 during the tire blank stage. After vulcanization, they fuse with the airtight layer on the inner wall 2 of the tire to form an integral structure. The lateral sound-absorbing module 5 and the longitudinal sound-absorbing module 6 on the rubber strips 3 can effectively disrupt the airflow inside the tire and convert sound energy into internal energy, thereby reducing cavity noise of 200-280Hz. This structure not only solves the problems of traditional sound-absorbing cotton being easy to fall off and not durable, but also does not require changes to the existing tire production process. It is suitable for various passenger cars and commercial tires and significantly improves the NVH performance of the whole vehicle.

[0021] Furthermore, by installing telescopic intervals 7 between multiple sets of rubber strips 3, this design can adapt to the radial deformation of the tire during driving (such as inflation and road bumps), preventing the rubber strips 3 from cracking or falling off due to stretching or compression. At the same time, the segmented layout can reduce the resonance superposition of sound waves in the circumferential direction, further reducing the noise peak.

[0022] In other embodiments, the rubber strip 3 is made of pre-vulcanized rubber and has an overall arc-shaped design;

[0023] This design allows the rubber strip 3 to fit more closely to the inner wall 2 of the tire. After pre-curing, it ensures that the rubber strip 3 maintains its shape stability during the tire curing process, without affecting the function of the sound-absorbing structure. This facilitates standardized production and customized applications, adapts to different tire sizes, and improves production flexibility.

[0024] In other embodiments, a rubber adhesive paste is applied between the rubber strip 3 and the inner wall 2 of the tire;

[0025] This design allows the adhesive to promote chemical fusion between the rubber strip 3 and the inner wall 2 of the tire during the vulcanization process, enhancing the bonding strength, preventing the rubber strip 3 from accidentally falling off, and improving the structural durability and reliability.

[0026] In other embodiments, the transverse sound-absorbing module 5 and the longitudinal sound-absorbing module 6 are arranged in a cross pattern to form a grid-like sound-absorbing surface;

[0027] This design allows the grid structure composed of the transverse sound-absorbing module 5 and the longitudinal sound-absorbing module 6 to disrupt the airflow path, increase the number of sound wave reflections and absorptions, improve energy absorption efficiency, enhance sound wave scattering and absorption capabilities, cover a wider range of noise, and improve overall noise reduction performance.

[0028] In other embodiments, the width of the rubber strip 3 is customized according to the circumference of the tire cavity;

[0029] This design allows the rubber strip 3 to adjust its width according to different tire specifications, ensuring maximum coverage and sound absorption, thereby effectively improving the targeting and consistency of noise reduction and adapting to diverse market demands.

[0030] In other embodiments, an airtight layer is provided inside the inner wall 2 of the tire, and the rubber strip 3 will fuse with the airtight layer inside the inner wall 2 during vulcanization.

[0031] This design allows the rubber strip 3 to better integrate with the airtight layer inside the tire inner wall 2 during the vulcanization process, avoiding stress concentration at the interface and thus effectively improving the overall structural strength and durability.

[0032] This utility model provides a tire inner cavity noise reduction structure, the specific working principle of which is as follows:

[0033] Adhesion stage: In the tire blank stage after the tire body 1 is formed, the pre-made rubber strip 3 is coated with adhesive mortar and then circumferentially adhered to the inner wall 2 of the tire.

[0034] Vulcanization stage: The tire body 1 carries the rubber strip 3 into the vulcanization tank for vulcanization treatment. At this time, the rubber strip 3 and the inner wall of the tire 2 fuse under high temperature and high pressure to form an inseparable integral structure.

[0035] Noise reduction mechanism: When the tire is running, the internal air generates cavity noise of 200-280Hz due to rolling and vibration. The sound-absorbing layer 4 on the surface of the rubber strip 3 disrupts the airflow through the grid composed of the transverse sound-absorbing module 5 and the longitudinal sound-absorbing module 6, reducing resonance. Furthermore, since the rubber strip 3 is integrally formed with the tire body 1, it is prevented from falling off, maintaining a long-term stable noise reduction effect.

[0036] It should be noted that the above embodiments are only used to illustrate the technical solution of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solution of this utility model without departing from the spirit and scope of the technical solution of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A tire cavity noise reduction structure, comprising a tire body (1) and a tire inner wall (2), characterized in that: The inner wall (2) of the tire is circumferentially equipped with multiple sets of rubber strips (3), and a sound-absorbing layer (4) is provided inside the rubber strips (3). The sound-absorbing layer (4) includes a transverse sound-absorbing module (5) and a longitudinal sound-absorbing module (6). The multiple sets of rubber strips (3) have reserved expansion intervals (7). The multiple sets of rubber strips (3) and the inner wall (2) of the tire are fused into an integral structure through a vulcanization process.

2. The tire cavity noise reduction structure of claim 1, wherein: The rubber strip (3) is made of pre-vulcanized rubber and has an overall arc design.

3. The tire cavity noise reduction structure of claim 1, wherein: The rubber strip (3) is coated with rubber adhesive paste between itself and the inner wall (2) of the tire.

4. The tire cavity noise reduction structure of claim 1, wherein: The transverse sound-absorbing module (5) and the longitudinal sound-absorbing module (6) are arranged in a cross pattern to form a grid-like sound-absorbing surface.

5. The tire cavity noise reduction structure of claim 1, wherein: The width of the rubber strip (3) is customized according to the circumference of the tire cavity.

6. The tire cavity noise reduction structure of claim 1, wherein: The inner wall (2) of the tire is provided with an airtight layer, and the rubber strip (3) will fuse with the airtight layer inside the inner wall (2) of the tire during vulcanization.

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