Passenger Radial Tire Noise Reducer Layout for Heat and Durability
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Solution Overview
Problem
Existing pneumatic radial tires for passenger vehicles face challenges in achieving both noise reduction performance and tire durability, as noise reducers on the inner tire surface can retain heat, leading to adhesion issues and reduced durability.
Innovation Solution
A pneumatic radial tire design featuring a carcass toroidally spanning between bead portions, with a sectional width less than 165 mm and a specific ratio of sectional width to outer diameter, incorporates noise reducers on the inner surface in the center and shoulder regions, with varying thicknesses to optimize noise reduction and durability.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Object-affected harmful factors
If a noise reducer is disposed on the inner surface of the tire to enhance noise reduction performance, then noise reduction performance is improved, but heat is retained in the noise reducer causing adhesion layer melting and reduced tire durability
Solution Approach 1:
The noise reducer is divided into multiple independent noise reducing portions arranged along the circumferential direction, with gaps between them. This segmentation allows heat to dissipate through the gaps while maintaining noise reduction effectiveness in the contact patch region.
Solution Approach 2:
The noise reducer is extracted from being a continuous component and transformed into discrete noise reducing portions positioned specifically in the circumferential region corresponding to the contact patch. This selective placement removes unnecessary noise reduction material from non-contact regions, reducing overall heat generation.
2Object-affected harmful factors
If the noise reducer thickness is increased to improve noise reduction performance, then noise reduction performance is improved, but heat retention increases causing adhesion layer melting
Solution Approach 1:
The noise reducing portions have different thickness characteristics in different regions: they are thicker in the circumferential region corresponding to the contact patch for effective noise reduction, and thinner or absent in other regions to minimize heat retention. This local variation in thickness optimizes both noise reduction and thermal management.
Solution Approach 2:
Instead of providing noise reduction across the entire inner surface, the noise reducing portions are applied partially only where needed (in the contact patch circumferential region). This partial action achieves sufficient noise reduction while significantly reducing overall heat retention compared to full-surface coverage.
3Object-affected harmful factors
If a continuous noise reducer is provided across the entire inner surface, then noise reduction performance is maximized, but device complexity and manufacturing difficulty increase
Solution Approach 1:
The noise reducer is segmented into multiple discrete noise reducing portions that can be manufactured separately and then positioned in specific locations. This segmentation simplifies manufacturing compared to creating a continuous noise reducer with complex variable thickness, while maintaining effective noise reduction coverage in critical areas.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This design effectively reduces noise and enhances tire durability by preventing excessive heat retention in the noise reducers, while also improving fuel efficiency and ride comfort.
Implementation Method 1
The noise reducer can convert a vibration energy of air or gas in the tire cavity to a thermal energy, reducing the cavity resonance in the tire cavity
Data Source
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AI summary
A pneumatic radial tire for passenger vehicles of the present disclosure includes a carcass toroidally spanning between a pair of bead portions and including plies of radially arranged cords. A sectional width SW (mm) and an outer diameter OD (mm) of the tire satisfy a predetermined relational expression. At least one noise reducer is provided on an inner surface of the tire. The noise reducer is provided at least in the center region and the shoulder region. Among thicknesses of the noise reducer measured in a direction perpendicular to the inner surface of the tire, a maximum thickness Ts in the shoulder regions is larger than a maximum thickness Tc in the center region.