Low noise automobile tire

Abstract

The utility model discloses a low noise automobile tire belongs to automobile tire technical field, including tire body, longitudinal pattern groove, drainage pattern groove and first sound absorption pit, tire body tread is equipped with several longitudinal pattern grooves, several drainage pattern grooves are equipped in the tire body's shoulder position, and the first sound absorption pit is equipped on the inner wall of tire body, and several first sound absorption pits are evenly distributed along the circumferential inner wall of tire body. The prior art has solved the problem that the optimization effect is not obvious, the tire weight is increased and the production cost is improved due to the relatively limited space of pattern optimization and form adjustment and the addition of mute material. The utility model solves the three big problems of the noise reduction bottleneck, weight increase and cost increase of the traditional technology through structural innovation, and provides a technical solution with performance and economy for the electric automobile tire.

Description

Technical Field

[0001] This utility model relates to the field of automobile tire technology, specifically to a low-noise automobile tire. Background Technology

[0002] With the increasing popularity of electric and hybrid vehicles, drivers and passengers are becoming more demanding in terms of tire noise. In traditional internal combustion engine vehicles, tire noise is often masked by the relatively loud engine noise. However, in electric and hybrid vehicles, engine noise is significantly reduced, making tire noise one of the main factors affecting driving comfort.

[0003] Currently, tire manufacturers primarily reduce tire noise by optimizing tire tread design and adding sound-absorbing materials. However, the scope for tread optimization and shape adjustment in existing technologies is relatively limited, and further optimization is not very effective. Furthermore, adding sound-absorbing materials increases tire weight and production costs.

[0004] Therefore, how to provide a low-noise car tire that overcomes the shortcomings of existing technologies is a technical problem that urgently needs to be solved by those skilled in the art. Utility Model Content

[0005] Therefore, this utility model provides a low-noise car tire to solve the problems in the prior art where the space for tread pattern optimization and shape adjustment is relatively limited, and the addition of sound-absorbing materials results in insignificant optimization effects, increased tire weight, and higher production costs.

[0006] To achieve the above objectives, this utility model provides the following technical solution:

[0007] This utility model discloses a low-noise automobile tire, comprising:

[0008] The tire body has several longitudinal tread grooves on its tread.

[0009] Several drainage grooves are formed at the shoulder position of the tire body;

[0010] The first sound-absorbing recess is formed on the inner wall of the tire body, and a plurality of the first sound-absorbing recesses are evenly distributed along the circumferential inner wall of the tire body.

[0011] Furthermore, a plurality of second sound-absorbing pits are formed on the inner sidewall of each of the longitudinal patterned grooves, and the plurality of second sound-absorbing pits are evenly distributed in a circular shape along the longitudinal patterned grooves.

[0012] Furthermore, both the first and second sound-absorbing recesses are hemispherical.

[0013] Furthermore, the coverage width of a plurality of the first sound-absorbing recesses is 66% of the cross-sectional width of the tire body.

[0014] Furthermore, the diameter of the first sound-absorbing recess is 0.1 mm.

[0015] Furthermore, the distance between adjacent first sound-absorbing recesses is 0.15 mm.

[0016] Furthermore, the diameter of the second sound-absorbing recess is 0.3 mm.

[0017] Furthermore, the distance between adjacent second sound-absorbing recesses is 0.3 mm.

[0018] This utility model has the following advantages:

[0019] This invention alters the cavity structure by setting a first sound-absorbing recess, disrupting the sound wave reflection path, reducing resonance effects, suppressing air vibration amplitude, and lowering noise peaks. At the same time, by replacing traditional sound-absorbing materials with the first sound-absorbing recess, it reduces the weight increase and cost rise caused by additional materials, while also solving the problem of sound-absorbing materials easily aging and falling off.

[0020] By setting a second sound-absorbing recess, the external tread noise of the tire is effectively eliminated, which cancels out the air noise generated by the tread compression during tire rolling, and disrupts the airflow direction in the tread groove cavity, thereby canceling out the tread noise generated by the contact between the tire tread and the ground. Attached Figure Description

[0021] To more clearly illustrate the embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings in the following description are merely exemplary, and those skilled in the art can derive other embodiments based on the provided drawings without creative effort.

[0022] The structures, proportions, sizes, etc. illustrated in this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed herein, and are not intended to limit the implementation conditions of this utility model. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size, without affecting the effects and objectives that this utility model can produce, should still fall within the scope of the technical content disclosed in this utility model.

[0023] Figure 1 A three-dimensional view of a low-noise car tire provided for this utility model;

[0024] Figure 2 Provided by this utility model Figure 1 Enlarged view of the A-structure;

[0025] Figure 3 Provided by this utility model Figure 1 Enlarged view of the B-structure;

[0026] Figure 4 A cross-sectional view of the tire body provided for this utility model;

[0027] Figure 5 This is a cross-sectional view of the first sound-absorbing recess provided in the first embodiment of the present utility model;

[0028] Figure 6 This is a structural diagram of the second sound-absorbing recess provided in the second embodiment of the present utility model.

[0029] In the diagram: 1. Tire body; 2. Longitudinal tread groove; 3. Drainage tread groove; 4. First sound-absorbing recess; 5. Second sound-absorbing recess. Detailed Implementation

[0030] The following specific embodiments illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0031] Please refer to Figures 1-6 The present invention discloses a low-noise car tire, which consists of four parts, as follows: Figures 1-4 As shown, the tire body 1 includes a longitudinal tread groove 2, a drainage tread groove 3, and a first sound-absorbing pit 4. The tire body 1 has a number of longitudinal tread grooves 2 on its tread surface, and a number of drainage tread grooves 3 are provided at the tire shoulder position of the tire body 1. The first sound-absorbing pit 4 is provided on the inner wall of the tire body 1, and the number of first sound-absorbing pits 4 are evenly distributed along the circumferential inner wall of the tire body 1.

[0032] In this embodiment, the longitudinal tread groove 2 is the tread groove commonly used on the tire body 1 in the prior art. The first sound-absorbing recess 4 is formed on the inner wall of the tire body 1 corresponding to the tread position. The first sound-absorbing recess 4 is distributed in an array with equal spacing and is distributed in a ring shape along the inner wall of the tire body 1. The inside of the tire is a closed cavity. When rolling, air vibration will generate cavity resonance noise of a specific frequency. The first sound-absorbing recess 4 can change the cavity structure, destroy the sound wave reflection path, reduce the resonance effect, and suppress the air vibration amplitude, thereby reducing the noise peak. At the same time, by replacing the traditional sound-absorbing material with the first sound-absorbing recess 4, the weight increase and cost increase caused by the additional material are reduced, while solving the problem of easy aging and shedding of the sound-absorbing material.

[0033] The first sound-absorbing recess 4 is made using a vulcanizing bladder. In the vulcanization process, the vulcanizing bladder serves to support the tire blank. After being inflated, the vulcanizing bladder supports the high-temperature vulcanization of the tire. Protrusions are added to the outside of the vulcanizing bladder, and these protrusions push against the inside of the tire to form a sound-absorbing recess.

[0034] like Figure 4 As shown, preferably, the coverage width of the plurality of first sound-absorbing recesses 4 is 66% of the cross-sectional width of the tire body 1. Figure 4 In the figure, A represents the coverage width of the first sound-absorbing pits 4 on the inner wall of the tire body 1; S represents the width at the widest point of the tire body 1 cross section. As the optimal case, the coverage width of the first sound-absorbing pits 4 on the inner wall of the tire body 1 should be 66% of the width at the widest point of the tire body cross section.

[0035] like Figure 2 As shown, several second sound-absorbing pits 5 are provided on the inner sidewall of each longitudinal patterned groove 2, and the several second sound-absorbing pits 5 are evenly distributed in a circular shape along the longitudinal patterned groove 2.

[0036] In one possible embodiment, the longitudinal tread groove 2 has two opposing inner walls, and the second sound-absorbing recess 5 can be disposed on one of the inner walls or on both inner walls. In this embodiment, the second sound-absorbing recess 5 is disposed on both opposing inner walls of each longitudinal tread groove 2. After the tire blank passes through the mold and undergoes high-temperature vulcanization, recesses are formed on the inner side of the tread grooves. These recesses are mainly used to eliminate external tire tread noise, effectively offsetting the air noise generated by the tire tread compression during rolling, and disrupting the airflow direction within the tread groove cavity to offset the tread noise generated by the tire tread contacting the ground. By setting the second sound-absorbing recess 5, the external tire tread noise is effectively eliminated, offsetting the air noise generated by the tire tread compression during rolling, and disrupting the airflow direction within the tread groove cavity to offset the tread noise generated by the tire tread contacting the ground.

[0037] Preferably, both the first sound-absorbing recess 4 and the second sound-absorbing recess 5 are hemispherical. After the vulcanizing bladder is inflated, it supports the high-temperature vulcanization of the tire. Hemispherical protrusions are added to the outside of the vulcanizing bladder, and the hemispherical protrusions reach the inside of the tire to form the hemispherical first sound-absorbing recess 4 and the second sound-absorbing recess 5.

[0038] The following are comparative test data between the tire of this application and existing tires containing sound-absorbing cotton:

[0039]

[0040] Table 1: Comparison of Quality and Cost

[0041]

[0042]

[0043] Table 2: Comparison of Noise Attenuation Performance (ISO 362 Standard, Vehicle Speed ​​60km / h)

[0044] like Figure 5 As shown, this is the first embodiment of the present application. In this embodiment, both the first sound-absorbing recess 4 and the second sound-absorbing recess 5 are hemispherical. Preferably, the diameter of the first sound-absorbing recess 4 is 0.1 mm; preferably, the distance between adjacent first sound-absorbing recesses 4 is 0.15 mm. During vulcanization, the vulcanizing capsule is specially made, with a hemispherical protrusion structure added to the outside. During vulcanization, the protrusions are spaced 0.15 mm apart by their semicircular centers. The second sound-absorbing recess 5 can be configured according to actual conditions.

[0045] like Figure 6 As shown, this is a second embodiment of the present application. In this embodiment, both the first sound-absorbing recess 4 and the second sound-absorbing recess 5 are hemispherical. Preferably, the diameter of the second sound-absorbing recess 5 is 0.3 mm; preferably, the distance between adjacent second sound-absorbing recesses 5 is 0.3 mm.

[0046] Although the present invention has been described in detail above with general descriptions and specific embodiments, some modifications or improvements can be made to it, which will be obvious to those skilled in the art. Therefore, all such modifications or improvements made without departing from the spirit of the present invention fall within the scope of protection claimed by the present invention.

Claims

1. A low noise automotive tire characterized in that, include: The tire body (1) has several longitudinal tread grooves (2) on its tread. Several drainage grooves (3) are formed at the shoulder position of the tire body (1); The first sound-absorbing recess (4) is formed on the inner wall of the tire body (1), and a plurality of the first sound-absorbing recesses (4) are evenly distributed along the circumferential inner wall of the tire body (1).

2. A low noise automotive tire as in claim 1, wherein, Each of the longitudinal patterned grooves (2) has several second sound-absorbing pits (5) on its inner sidewall, and the several second sound-absorbing pits (5) are evenly distributed in a circular shape along the longitudinal patterned grooves (2).

3. A low noise automotive tire as in claim 2, wherein, Both the first sound-absorbing pit (4) and the second sound-absorbing pit (5) are hemispherical.

4. The low noise automotive tire of claim 1 wherein, The coverage width of a plurality of the first sound-absorbing recesses (4) is 66% of the cross-sectional width of the tire body (1).

5. The low noise automotive tire of claim 3 wherein, The diameter of the first sound-absorbing pit (4) is 0.1 mm.

6. A low noise automotive tire as in claim 5, wherein, The distance between adjacent first sound-absorbing pits (4) is 0.15 mm.

7. A low noise automotive tire as in claim 3, wherein, The diameter of the second sound-absorbing pit (5) is 0.3 mm.

8. A low noise automotive tire as in claim 7, wherein, The distance between adjacent second sound-absorbing pits (5) is 0.3 mm.

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