Reducing noise type tire

Abstract

A noise-reducing tire is disclosed. The noise-reducing tire according to the present embodiment includes a tread that contacts a road surface, and a noise damper that is formed extending from one end to the other end along the circumferential direction of the tread and attached to the inner side of the tread. The noise damper may be provided by including a body portion formed along the circumferential direction of the tread, a first step portion formed by being recessed toward the center of the tread with the same width as the body portion and provided on both ends of the body portion, and a second step portion formed protruding toward the center of the tread with a narrower width than the first step portion and formed by being recessed toward the center of the tread with the same width as the body portion and provided on the center side of the first step portion.

Description

Technology Field

[0001] The present invention relates to a noise-reducing tire, and more specifically, to a noise-reducing tire capable of reducing road noise during driving by placing a noise damper on the inner side of the tire. Background Technology

[0002] Generally, when a vehicle travels at high speeds, vibration and noise are generated due to friction or impact between the tread and the road surface. This noise is amplified within the tire's internal cavity, causing discomfort to drivers and passengers or leading to problems such as noise pollution. Accordingly, various measures are being researched to address these tire noise issues.

[0003] As a conventional technology for solving the noise problem of such tires, there is a noise-reducing tire mounted on a rim (R) that includes a noise damper (20) attached to the center of the inner surface in the width direction of the tread (10) and extending in the circumferential direction of the tread (10), as shown in FIG. 1. This conventional noise-reducing tire has the advantage of reducing tire noise by absorbing some of the noise amplified within the cavity formed between the tread (10) and the rim (R) by the noise damper (20), but there is a problem in that the noise damper (20) detaches from the tread (10) due to the bending and heat generation of the tread (10) that occurs while the vehicle is driving.

[0004] In particular, as shown in FIG. 1, there is a problem in that the end side of the noise damper (20), which is formed in the circumferential direction of the tread (10), is initially detached from the tread (10). That is, in the conventional noise-reducing tire, the phenomenon of the noise damper (20) detaching from the tread (10) is such that both ends of the noise damper (20) are initially detached from the tread (10), and as time continues, the detachment range gradually increases toward the center of the noise damper (20).

[0005] In order to solve this, methods to improve the adhesive strength of the adhesive layer (11) for fixing the noise damper (20) to the tread (10) and methods to increase the rigidity of the noise damper (20), which has weak rigidity and is provided with foam sponge, etc., were considered, but these solutions may cause additional problems such as significantly increasing the manufacturing cost of the tire or reducing the noise reduction effect. The problem to be solved

[0006] The present embodiment aims to provide a noise-reducing tire capable of reducing road noise during driving by attaching a noise damper to the inner side of the tire.

[0007] The present embodiment aims to provide a noise-reducing tire capable of minimizing the detachment of a noise damper attached to the inner side of the tire from the inner side of the tire due to vehicle driving conditions. means of solving the problem

[0008] According to one embodiment of the present invention, a noise-reducing tire may be provided, comprising a tread in contact with a road surface and a noise damper attached to the inner side of the tread, wherein the noise damper comprises a body portion formed along the circumferential direction of the tread, a first step portion formed by being recessed toward the center of the tread with the same width as the body portion and provided on both ends of the body portion, and a second step portion formed by being protruded toward the center of the tread with a narrower width than the first step portion and recessed toward the center of the tread with the body portion and provided on the center side of the first step portion.

[0009] The above noise damper may be provided so that both sides are symmetrical with respect to the center in the width direction of the above tread.

[0010] The height of the first step portion formed in the direction of the center of the tread may be equal to or greater than half the height of the body portion.

[0011] The length of the first step portion formed in the circumferential direction of the tread may be formed to be the same as the length of the second step portion.

[0012] The first step portion above may be formed with a length of 100mm or less in the circumferential direction of the tread.

[0013] The width of the second step portion formed in the width direction of the tread may be equal to or smaller than 1 / 3 of the width of the body portion.

[0014] The noise damper may be formed as a single unit and arranged lengthwise along the circumferential direction of the tread, or divided into multiple units and arranged at equal intervals along the circumferential direction of the tread.

[0015] The above noise damper may be provided as any one selected from the group consisting of cellulose series, polyester series, polyamide series, acrylic series, polyvinyl chloride series, polyvinyl alcohol series, and polyolefin series, or as a mixture of two or more of these.

[0016] The above noise damper may further include an adhesive layer provided on the outer side in the direction of the center of the tread for coupling with the inner side of the tread.

[0017] The adhesive layer may include one or more selected from the group consisting of rubber adhesive, acrylic adhesive, silicone adhesive, and urethane adhesive. Effects of the invention

[0018] The noise-reducing tire according to the present embodiment can reduce road noise during driving by attaching a noise damper to the inner side of the tire, thereby providing a comfortable riding environment for the vehicle driver and passengers.

[0019] The noise-reducing tire according to the present embodiment can reduce road noise during driving and improve the durability of the tire at the same time by minimizing the detachment of the noise damper attached to the inner side of the tire from the inner side of the tire due to vehicle driving conditions. Brief explanation of the drawing

[0020] Figure 1 is a cross-sectional view showing a side cross-section of a conventional noise-reducing tire mounted on a rim. FIG. 2 is a perspective view of a noise-reducing tire according to one embodiment of the present invention. FIG. 3 is a cross-sectional view illustrating a side cross-section of a noise-reducing tire according to one embodiment of the present invention. Figure 4 is a cross-sectional view illustrating the AA' section of Figure 3. FIG. 5 is a side view illustrating the deployed state of a noise damper of a noise-reducing tire according to one embodiment of the present invention. FIG. 6 is a front view illustrating the deployed state of a noise damper of a noise-reducing tire according to one embodiment of the present invention. FIG. 7a and 7b are, respectively, a diagram showing the stress distribution in the noise damper when a conventional noise-reducing tire is mounted on a vehicle and driving, and a diagram showing the stress distribution in the noise damper when a noise-reducing tire according to an embodiment of the present invention is mounted on a vehicle and driving. FIG. 8 is a cross-sectional view illustrating a side cross-section of a noise-reducing tire according to one embodiment of the present invention. Specific details for implementing the invention

[0021] The following describes the embodiments of the present invention in detail with reference to the accompanying drawings. The following embodiments are presented to sufficiently convey the concept of the present invention to those skilled in the art to which the present invention pertains. The present invention is not limited to the embodiments presented herein and may be embodied in other forms. In order to clarify the present invention, the drawings may omit the illustration of parts unrelated to the description and may slightly exaggerate the size of components to aid understanding.

[0022] FIG. 2 is a perspective view of a noise-reducing tire according to an embodiment of the present invention, FIG. 3 is a cross-sectional view showing a side cross-section of a noise-reducing tire according to an embodiment of the present invention, and FIG. 4 is a cross-sectional view showing the AA' cross-section of FIG. 3. In addition, FIG. 5 and FIG. 6 are a side view and a front view, respectively, showing the state in which the noise damper of a noise-reducing tire according to an embodiment of the present invention is deployed. In addition, FIG. 7a and FIG. 7b are drawings showing the stress distribution occurring in the noise damper when a conventional noise-reducing tire is mounted on a vehicle and driving, and the stress distribution occurring in the noise damper when a noise-reducing tire according to an embodiment of the present invention is mounted on a vehicle and driving, respectively. In addition, FIG. 8 is a cross-sectional view showing a side cross-section of a noise-reducing tire according to an embodiment of the present invention.

[0023] Referring to FIGS. 2 to 8, a noise-reducing tire according to one embodiment of the present invention may include a tread (100), a carcass (200), and a noise damper (300).

[0024] The tread (100) forms the surface where the tire contacts the road surface and provides traction for the vehicle. To this end, the tread (100) can be provided in various shapes and materials so that sufficient traction of the tire can be achieved depending on road conditions. For example, the tread (100) can be provided in a thick rubber layer and can be made of rubber that is resistant to cuts and impacts to protect the carcass (200) and has strong wear resistance to extend the driving life of the tire. In addition, the tread (100) may include grooves (110) of various shapes provided on the contact surface or inside.

[0025] Meanwhile, the carcass (200) is a cord layer forming the skeleton of the tire, as shown in FIG. 2, and is arranged to extend from the inside of the tread (100) to both sides based on the center of the tread (100), pass through the sidewall (210), and reach the bead (220), supporting the air pressure inside the tire and the load of the entire vehicle, and can be deformed according to road surface impact while the vehicle is driving.

[0026] More specifically, the carcass (200) is placed inside the tire to form the basic shape of the tire and support the load of the vehicle. To this end, the carcass (200) may include at least one layer made of textile cord or at least one layer made of steel cord with relatively good rigidity.

[0027] Additionally, although not illustrated, the carcass (200) may include an inner liner layer provided on the radially inner side of the carcass (200) to protect the inner space of the tire from air and moisture. Additionally, the carcass (200) may be provided such that the sidewall (210) and the bead (220) are symmetrically arranged on both sides with respect to the center of the tread (100) to prevent the steering stability from being reduced by ply steer.

[0028] The sidewall (210) is provided between the tread (100) and the bead (220) to protect the carcass (200) and improve ride comfort through flexible bending motion. To this end, the sidewall (210) can be provided in various shapes and materials to have sufficient flexibility. In addition, various information such as the type of tire, size structure, pattern, manufacturer, and brand name can be displayed on the sidewall (210).

[0029] The bead (220) is located on the inner surface of the tire and adheres to the rim (R) to secure the tire to the wheel of the vehicle. To this end, the bead (220) may be provided in various shapes and materials, including a bead wire (not shown) and a bead core (not shown), so that the tire can be securely fixed to the rim (R). In addition, this bead (220) may be provided to provide a slight tightening to the rim (R) so that the tire does not come off the rim (R) even if the air pressure of the tire decreases rapidly while driving.

[0030] In addition, a noise-reducing tire according to one embodiment of the present invention may further include a plurality of belt layers disposed between the carcass (200) and the tread (100) to improve the durability of the tread (100) and the carcass (200), although this is not illustrated.

[0031] Meanwhile, as shown in FIGS. 2 to 4, the noise damper (300) is positioned at the center in the width direction of the tread (100), and extends from one end to the other end along the circumferential direction of the tread (100) and is attached to the inner side of the tread (100). To this end, an adhesive layer (301) may be provided on one side of the noise damper (300) facing the inner surface of the tread (100). Here, the adhesive layer (301) may include one or more selected from the group consisting of rubber adhesive, acrylic adhesive, silicone adhesive, and urethane adhesive.

[0032] More specifically, the noise damper (300) may be manufactured from a fiber selected from the group consisting of cellulose, polyester, polyamide, acrylic, polyvinyl chloride, polyvinyl alcohol, and polyolefin, or a mixture of two or more of these.

[0033] Additionally, the noise damper (300) may be formed such that both sides are symmetrical with respect to the center in the width direction of the tread (100), and the height formed from the bottom surface of the noise damper (300) to the top surface of the noise damper (300) may be provided to be 20 mm to 50 mm.

[0034] Additionally, the noise damper (300) may be provided with a rectangular cross-section as shown in FIG. 4, or, although not shown, may be provided with a shape that is generally rectangular but includes at least one protrusion formed to protrude toward the rim (R). Additionally, the noise damper (300) may be formed as a single unit as shown in FIG. 3 and arranged lengthwise along the circumferential direction of the tread, or may be formed by dividing it into multiple units as shown in FIG. 8 and arranged at equal intervals along the circumferential direction of the tread (100).

[0035] Accordingly, in a noise-reducing tire according to one embodiment of the present invention, some of the noise amplified within the cavity formed between the tread (100) and the rim (R) is absorbed by the noise damper (300), thereby reducing road noise and providing a comfortable riding environment for the vehicle driver and passengers.

[0036] In addition, in a noise-reducing tire according to one embodiment of the present invention, the noise damper (300) may include a body portion (310) formed along the circumferential direction of the tread (100), a first step portion (320) formed by being recessed toward the center of the tread (100) with the same width as the body portion (310) and provided on both ends of the body portion (310), and a second step portion (330) formed by being protruded toward the center of the tread (100) with a narrower width than the first step portion (320) and formed by being recessed toward the center of the tread (100) with the same width as the body portion (310) and provided on the center side of the first step portion (320).

[0037] More specifically, referring to FIGS. 5 and 6, the first step portion (320) may be formed such that the height (a) formed in the direction of the center of the tread (100) is equal to or greater than half the height (c) of the body portion.

[0038] Additionally, the length (b) formed in the circumferential direction of the tread (100) of the first step section (320) may be formed to be the same as the length of the second step section (330). Here, the length (b) formed in the circumferential direction of the tread (100) of the first step section (320) may be formed to be 100 mm or less.

[0039] Additionally, the second step portion (330) may be formed such that the width (e) formed in the width direction of the tread (100) is equal to or smaller than 1 / 3 of the width (d) of the body portion (310).

[0040] Meanwhile, when a noise-reducing tire according to one embodiment of the present invention, which includes a noise damper (300) configured as described above, is mounted on a vehicle and driven, the stress applied to the noise damper (300) side is partially concentrated at the bottom surface of both ends of the noise damper (300) formed in the circumferential direction of the tread (100) as shown in Fig. 7b, and the maximum stress value was confirmed to be 4.4 kgf.

[0041] In comparison, when a conventional noise-reducing tire including a noise damper (20) having a rectangular cross-section is mounted on a vehicle and driven, the stress applied to the noise damper (20) side is concentrated overall in the width direction of the tread at both ends of the noise damper (20) formed in the circumferential direction of the tread (100) as shown in FIG. 7a, and the maximum stress value was confirmed to be 4.7 kgf.

[0042] That is, compared to a conventional noise-reducing tire, the noise-reducing tire according to one embodiment of the present invention can reduce road noise during driving and improve the durability of the tire by mitigating the stress distribution concentrated at both ends of the noise damper (300) and reducing the maximum stress value applied to both ends of the noise damper (300), thereby preventing the noise damper (300) from deviating from the inner side of the tread (100) due to the driving conditions of the vehicle.

[0043] Although specific embodiments of the noise-reducing tire of the present invention have been described so far, it is obvious that various modifications are possible within the scope of the present invention.

[0044] Therefore, the scope of the present invention should not be limited to the described embodiments, but should be defined by the claims set forth below as well as equivalents thereof.

[0045] That is, the aforementioned embodiments should be understood as exemplary in all respects and not limiting, and the scope of the invention is defined by the claims set forth below rather than by the detailed description, and all modifications or variations derived from the meaning and scope of the claims and equivalent concepts thereof should be interpreted as being included within the scope of the invention. Explanation of the symbols

[0046] R. Rim 100. Tread 110. Groove 200. Carcus 210. Sidewall 220. Bead 300. Noise damper 301. Adhesive layer 310. Body part 320. First step part 330. Second Step Section

Claims

Claim 1 A noise-reducing tire comprising: a tread in contact with a road surface; and a noise damper attached to the inner side of the tread, with one end extending from the other end along the circumferential direction of the tread; wherein the noise damper comprises a body portion formed along the circumferential direction of the tread, a first step portion formed by being recessed toward the center of the tread with the same width as the body portion and provided on both ends of the body portion, and a second step portion formed by being protruded toward the center of the tread with a narrower width than the first step portion and recessed toward the center of the tread with the body portion and provided on the center side of the first step portion. Claim 2 In claim 1, the noise damper is a noise-reducing tire arranged so that both sides are symmetrical with respect to the center in the width direction of the tread. Claim 3 A noise-reducing tire according to claim 1, wherein the height of the first step portion formed in the direction of the center of the tread is equal to or greater than half the height of the body portion. Claim 4 A noise-reducing tire according to claim 1, wherein the length of the first step portion formed in the circumferential direction of the tread is formed to be the same as the length of the second step portion. Claim 5 In claim 1, the noise-reducing tire wherein the first step portion is formed with a length of 100mm or less in the circumferential direction of the tread. Claim 6 A noise-reducing tire according to claim 1, wherein the width of the second step portion formed in the width direction of the tread is equal to or smaller than 1 / 3 of the width of the body portion. Claim 7 A noise-reducing tire according to claim 1, wherein the noise damper is formed as a single unit and arranged lengthwise along the circumferential direction of the tread, or divided into multiple units and arranged at equal intervals along the circumferential direction of the tread. Claim 8 In claim 1, the noise damper is a noise-reducing tire provided with any one selected from the group consisting of cellulose-based, polyester-based, polyamide-based, acrylic-based, polyvinyl chloride-based, polyvinyl alcohol-based, and polyolefin-based materials, or a mixture of two or more of these. Claim 9 A noise-reducing tire according to claim 1, wherein the noise damper further comprises an adhesive layer provided on the outer side in the direction of the center of the tread for coupling with the inner side of the tread. Claim 10 In claim 9, the noise-reducing tire wherein the adhesive layer comprises one or more selected from the group consisting of rubber adhesive, acrylic adhesive, silicone adhesive, and urethane adhesive.

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