Low noise passenger car tire

Abstract

This utility model discloses a low-noise passenger car tire, relating to the field of tire technology. The low-noise passenger car tire includes a tread, a tire crown, and a tire sidewall. The tire crown has a first longitudinal groove and a second longitudinal groove along the circumferential direction of the tread. This utility model achieves noise reduction through the longitudinal grooves, the tire crown, and an absorption mechanism. The symmetrically arranged longitudinal grooves form a mirrored airflow channel, reducing circumferential vortex intensity. Simultaneously, the stepped depth of the longitudinal grooves disperses air turbulence energy, reducing aerodynamic noise. The layered arrangement of the tire crown forms a composite crown, reducing noise by minimizing vibration. Multiple transverse grooves on the tire crown form a three-dimensional airflow guiding network, diverting the high-pressure airflow at the center of the tread to low-pressure areas on both sides, reducing peak airflow velocity. Combined with the sound-absorbing mechanism, this achieves a noise reduction effect.

Description

Technical Field

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

[0002] Typically, urban or rural roads contain various bumps, speed bumps, and other obstacles. Even seemingly smooth asphalt roads, when observed under a microscope, are composed of stones of varying sizes, with uneven surfaces between them. When a vehicle drives over these obstacles or uneven surfaces, it generates various vibrations and excitations on the tires, resulting in structural noise. With the rise of new energy vehicles, consumers have placed higher demands on the comfort of car use, and reducing tire noise during driving is a very important indicator.

[0003] For example, a self-healing tire for noise reduction described in patent CN217145543U includes an inflatable tire body with a cavity, a tread portion and a sidewall portion. The inner wall of the tread portion is bonded with a strip of sound-absorbing cotton using an adhesive. By placing the strip of sound-absorbing cotton on the inner wall of the tread portion, and the width of the strip of sound-absorbing cotton being greater than 50% of the width of the tread portion, the strip of sound-absorbing cotton can more effectively absorb noise. Furthermore, a self-healing adhesive coating that combines puncture resistance and repair-free function with the function of adhering sound-absorbing cotton is used as an adhesive to firmly attach the strip of sound-absorbing cotton to the inner wall of the tread portion. However, when using the self-healing adhesive to connect the strip of sound-absorbing cotton to the inner wall of the tread portion, the columnar / sheet-like stacking structure used will hinder the flow and coverage of the self-healing adhesive, resulting in the self-healing adhesive being unable to flow to repair punctures.

[0004] Based on this, a low-noise car tire is now provided that eliminates the drawbacks of existing devices. Utility Model Content

[0005] The purpose of this invention is to provide a low-noise car tire to solve the problems in the background art.

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

[0007] A low-noise passenger car tire includes a tread, a tire crown, and a tire sidewall. The tire crown has a first longitudinal groove and a second longitudinal groove along the circumference of the tread. The first longitudinal groove is located near the outer side of the tread and is arranged along the circumference of the tread. The second longitudinal groove is located near the inner side of the tread and is arranged along the circumference of the tread. A sound-absorbing mechanism is provided on the inner sidewall of the tread.

[0008] Based on the above technical solutions, this utility model also provides the following optional technical solutions:

[0009] Preferably, the first longitudinal groove and the second longitudinal groove are both symmetrically arranged along the middle groove of the tread.

[0010] Preferably, the tire crown includes a first crown, a second crown, and a third crown, the Shore hardness of the first crown, the second crown, and the third crown being 65±5HA, 70±5HA, and 60±5HA, respectively. The inner wall of the first crown is fixedly connected to the outer wall of the second crown, the inner wall of the second crown is fixedly connected to the outer wall of the third crown, and the inner wall of the third crown is fixedly connected to the outer wall of the tire tread.

[0011] Preferably, the outer wall of the first tire crown is uniformly provided with a second lateral groove, and the second lateral groove forms a 55° angle with the center line of the tire tread. The tire sidewall is provided with a fourth lateral groove near the second lateral groove, and the second lateral groove is interconnected with the first longitudinal groove and the fourth lateral groove. The outer wall of the first tire crown is uniformly provided with a third lateral groove near the second lateral groove. The tire sidewall is provided with a fifth lateral groove near the third lateral groove. The fourth lateral groove and the fifth lateral groove have a depth ≤2mm and a length ≤10mm. The third lateral groove is interconnected with the first longitudinal groove and the fifth lateral groove. The outer wall of the second tire crown is uniformly provided with a first lateral groove, and the first lateral groove is interconnected with the second longitudinal groove and the second lateral groove.

[0012] Preferably, the sound-absorbing mechanism includes a strip of sound-absorbing cotton, the outer wall of which has an annular hole. The strip of sound-absorbing cotton is bonded to the inner wall of the tire tread by an adhesive to form a continuously coated self-healing adhesive layer with a thickness of 1-3 mm and a width covering 80-100% of the full width of the strip of sound-absorbing cotton.

[0013] Preferably, the strip-shaped sound-absorbing cotton is open-cell polyurethane foam, and the density of the open-cell polyurethane foam is 30-50 kg / m³. 3 Porosity ≥ 85%.

[0014] Preferably, the annular hole sidewall is provided with radial microchannels that communicate with the porous sound-absorbing cavity inside the strip-shaped sound-absorbing cotton, and the diameter of the radial microchannels is 0.1-0.3mm.

[0015] Preferably, the thickness 'a' of the first longitudinal groove is 2-2.5 mm, and the thickness 'b' of the second longitudinal groove is 2.5-3.0 mm.

[0016] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0017] 1. This utility model achieves noise reduction through longitudinal grooves, tire crown, and suction mechanism. The symmetrically arranged longitudinal grooves form a mirror airflow channel, reducing the intensity of circumferential eddies. At the same time, the stepped depth of the longitudinal grooves disperses air turbulence energy, thereby reducing aerodynamic noise. The layered arrangement of the tire crown forms a composite crown, which reduces the acceleration level of tread vibration and attenuates high-frequency vibration energy, thus reducing noise by reducing vibration. The multiple transverse grooves on the tire crown form a three-dimensional airflow guiding network, diverting the high-pressure airflow in the center of the tread to the low-pressure areas on both sides, reducing the peak airflow velocity. Combined with the sound absorption mechanism, this achieves the effect of noise reduction.

[0018] 2. This utility model achieves the effect of automatically repairing punctures through the tread and self-healing adhesive layer. By continuously applying self-healing adhesive, the width of the self-healing adhesive layer covers 80-100% of the full width of the strip sound-absorbing cotton, thereby ensuring the connection strength between the strip sound-absorbing cotton and the tread. At the same time, this coating method avoids hindering the flow of self-healing adhesive, allowing it to repair punctures. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the overall structure of this utility model.

[0020] Figure 2 This is a structural schematic diagram of the longitudinal groove thickness of this utility model.

[0021] Figure 3 This is a cross-sectional structural diagram of the present invention.

[0022] Figure reference numerals: 1. Tread; 11. First longitudinal groove; 12. Second longitudinal groove; 2. Tire crown; 21. First crown; 22. Second crown; 23. Third crown; 24. First lateral groove; 25. Second lateral groove; 26. Third lateral groove; 27. Fourth lateral groove; 28. Fifth lateral groove; 3. Sound absorption mechanism; 31. Strip sound-absorbing cotton; 32. Annular hole. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments.

[0024] In one embodiment, such as Figures 1-3 As shown, a low-noise passenger car tire includes a tread 1, a tire crown 2, and a tire sidewall. The tire crown 2 has a first longitudinal groove 11 and a second longitudinal groove 12 arranged around the tread 1. The first longitudinal groove 11 is close to the outer side of the tread 1 and is arranged around the tread 1. The second longitudinal groove 12 is close to the inner side of the tread 1 and is arranged around the tread 1. A sound-absorbing mechanism 3 is provided on the inner sidewall of the tread 1.

[0025] In this embodiment, the first longitudinal groove 11 and the second longitudinal groove 12, together with the multiple lateral grooves provided at the tire crown 2, can achieve a noise reduction effect. At the same time, the sound absorption mechanism 3 can further reduce the noise generated by the tire during driving.

[0026] In an optional embodiment, such as Figures 1-3 As shown, the first longitudinal groove 11 and the second longitudinal groove 12 are symmetrically arranged along the middle groove of the tread 1. The symmetrical arrangement of the first longitudinal groove 11 and the second longitudinal groove 12 forms a mirror airflow channel, reducing the circumferential vortex intensity.

[0027] In an optional embodiment, such as Figures 1-3 As shown, the tire crown 2 includes a first crown 21, a second crown 22, and a third crown 23. The Shore hardness of the first crown 21, the second crown 22, and the third crown 23 are 65±5HA, 70±5HA, and 60±5HA, respectively. The inner wall of the first crown 21 is fixedly connected to the outer wall of the second crown 22, the inner wall of the second crown 22 is fixedly connected to the outer wall of the third crown 23, and the inner wall of the third crown 23 is fixedly connected to the outer wall of the tread 1. By layering the crown into the first crown 21, the second crown 22, and the third crown 23, a composite crown is formed, which reduces the vibration acceleration level of the tread 1 and attenuates the high-frequency vibration energy, thereby reducing noise by reducing vibration.

[0028] In an optional embodiment, such as Figures 1-3 As shown, the outer wall of the first tread 21 is uniformly provided with second lateral grooves 25, and the second lateral grooves 25 form a 55° angle with the center line of the tread 1. A fourth lateral groove 27 is provided on the tire sidewall near the second lateral grooves 25, and the second lateral grooves 25 are interconnected with the first longitudinal groove 11 and the fourth lateral groove 27. A third lateral groove 26 is uniformly provided on the outer wall of the first tread 21 near the second lateral grooves 25, and a fifth lateral groove 28 is provided on the tire sidewall near the third lateral groove 26. The depths of the fourth lateral groove 27 and the fifth lateral groove 28 are ≤2. The third transverse groove 26, with a length ≤10mm, is interconnected with the first longitudinal groove 11 and the fifth transverse groove 28. The outer wall of the second tread 22 is uniformly provided with the first transverse groove 24, which is interconnected with the second longitudinal groove 12 and the second transverse groove 25. Through the multiple transverse grooves, a three-dimensional flow guiding network is formed, which diverts the high-pressure airflow in the center of the tread to the low-pressure areas on both sides, thereby reducing the peak airflow velocity. Furthermore, the second transverse groove 25 forms a 55° angle with the center line of the tread, which increases the uniformity of the ground contact mark pressure distribution by 40%, thereby reducing contact noise.

[0029] In an optional embodiment, such as Figures 1-3 As shown, the sound-absorbing mechanism 3 includes a strip of sound-absorbing cotton 31. The outer wall of the strip of sound-absorbing cotton 31 has an annular hole 32. The strip of sound-absorbing cotton 31 is bonded to the inner wall of the tire tread 1 by an adhesive to form a continuously coated self-healing adhesive layer. The adhesive layer is 1-3mm thick and covers 80-100% of the full width of the strip of sound-absorbing cotton 31. The strip of sound-absorbing cotton 31 absorbs noise and can repair punctures through the self-healing adhesive layer.

[0030] In an optional embodiment, such as Figures 1-3 As shown, the strip-shaped sound-absorbing cotton 31 is an open-cell polyurethane foam with a density of 30-50 kg / m³. 3 The porosity is ≥85%, and the open-cell polyurethane foam is a broadband sound absorber, which can reduce noise.

[0031] In an optional embodiment, such as Figures 1-3 As shown, the annular hole 32 has radial microchannels on its sidewall that communicate with the porous sound-absorbing cavity inside the strip sound-absorbing cotton 31. The diameter of the radial microchannels is 0.1-0.3mm. The radial microchannels on the inside of the annular hole 32 communicate with the porous sound-absorbing cavity inside the strip sound-absorbing cotton 31 to form Helmholtz resonance noise reduction and eliminate the buzzing sound generated by the tire during driving.

[0032] In an optional embodiment, such as Figures 1-3 As shown, the thickness a of the first longitudinal groove 11 is 2-2.5 mm, and the thickness b of the second longitudinal groove 12 is 2.5-3.0 mm. The stepped depth difference formed by the first longitudinal groove 11 and the second longitudinal groove 12 can disperse the air turbulence energy and reduce aerodynamic noise.

[0033] The above embodiment discloses a low-noise passenger car tire. During driving, when the tire tread 1 contacts the ground, the stepped depth difference formed by the first longitudinal groove 11 and the second longitudinal groove 12 disperses air turbulence energy, reducing aerodynamic noise. Simultaneously, the symmetrical arrangement of the first and second longitudinal grooves 11 and 12 forms a mirrored airflow channel, reducing circumferential vortex intensity. Furthermore, multiple lateral grooves form a three-dimensional airflow guiding network, diverting the high-pressure airflow at the center of the tire tread to low-pressure areas on both sides, reducing peak airflow velocity. Additionally, by layering the tire crown... The first crown 21, the second crown 22, and the third crown 23 form a composite crown, which reduces the vibration acceleration level of the tread 1 and attenuates the high-frequency vibration energy. This reduces noise by reducing vibration. The strip-shaped sound-absorbing cotton 31 on the inner wall of the tread 1 further reduces noise. In addition, the self-healing rubber layer can repair punctures. In summary, the first longitudinal groove 11 and the second longitudinal groove 12, together with the multiple lateral grooves set at the tire crown 2, can achieve a noise reduction effect. At the same time, the sound-absorbing mechanism 3 can further reduce the noise generated by the tire during driving.

[0034] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A low-noise passenger car tire, comprising a tread (1), a tire crown (2), and a tire sidewall, characterized in that, The tire crown (2) is provided with a first longitudinal groove (11) and a second longitudinal groove (12) along the circumference of the tread (1). The first longitudinal groove (11) is close to the outer side of the tread (1) and is provided along the circumference of the tread (1). The second longitudinal groove (12) is close to the inner side of the tread (1) and is provided along the circumference of the tread (1). The inner sidewall of the tread (1) is provided with a sound-absorbing mechanism (3).

2. The low-noise passenger car tire according to claim 1, characterized in that, The first longitudinal groove (11) and the second longitudinal groove (12) are both symmetrically arranged along the middle groove of the tread (1).

3. A low-noise passenger car tire according to claim 1, characterized in that, The tire crown (2) includes a first crown (21), a second crown (22) and a third crown (23). The Shore hardness of the first crown (21), the second crown (22) and the third crown (23) are 65±5HA, 70±5HA and 60±5HA, respectively. The inner wall of the first crown (21) is fixedly connected to the outer wall of the second crown (22). The inner wall of the second crown (22) is fixedly connected to the outer wall of the third crown (23). The inner wall of the third crown (23) is fixedly connected to the outer wall of the tread (1).

4. A low-noise passenger car tire according to claim 3, characterized in that, The outer wall of the first tread (21) is uniformly provided with second transverse grooves (25), and the second transverse grooves (25) form a 55° angle with the center line of the tread (1). The tire sidewall is provided with a fourth transverse groove (27) near the second transverse groove (25), and the second transverse groove (25) is interconnected with the first longitudinal groove (11) and the fourth transverse groove (27). The outer wall of the first tread (21) near the second transverse groove (25) is uniformly provided with a third transverse groove (26). A fifth transverse groove (28) is provided near the third transverse groove (26). The fourth transverse groove (27) and the fifth transverse groove (28) have a depth of ≤2mm and a length of ≤10mm. The third transverse groove (26) is interconnected with the first longitudinal groove (11) and the fifth transverse groove (28). The outer wall of the second tire crown (22) is uniformly provided with a first transverse groove (24). The first transverse groove (24) is interconnected with the second longitudinal groove (12) and the second transverse groove (25).

5. A low-noise passenger car tire according to claim 1, characterized in that, The sound-absorbing mechanism (3) includes a strip of sound-absorbing cotton (31). The outer wall of the strip of sound-absorbing cotton (31) is provided with an annular hole (32). The strip of sound-absorbing cotton (31) is bonded to the inner wall of the tire tread (1) by an adhesive to form a continuously coated self-healing adhesive layer with a thickness of 1-3 mm and a width covering 80-100% of the full width of the strip of sound-absorbing cotton (31).

6. A low-noise passenger car tire according to claim 5, characterized in that, The strip-shaped sound-absorbing cotton (31) is an open-cell polyurethane foam with a density of 30-50 kg / m³. 3 Porosity ≥ 85%.

7. A low-noise passenger car tire according to claim 5, characterized in that, The annular hole (32) has radial microchannels on its sidewalls that communicate with the porous sound-absorbing cavity inside the strip-shaped sound-absorbing cotton (31), and the diameter of the radial microchannels is 0.1-0.3 mm.

8. A low-noise passenger car tire according to claim 1, characterized in that, The thickness a of the first longitudinal groove (11) is 2-2.5 mm, and the thickness b of the second longitudinal groove (12) is 2.5-3.0 mm.

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