阅读说明：本技术 一种轮胎噪音降低装置 (tyre noise reducing device ) 是由 刘启民 罗元祥 郑登凯 林圣杰 于 2018-11-14 设计创作，主要内容包括：一种轮胎噪音降低装置,其主要于轮胎内部的轮胎空腔的胎内面设置一降低噪音结构,降低噪音结构设置至少一吸音材,吸音材贯穿形成一中空的气室,吸音材包括一黏固于胎内面的贴合面,以及一贯通面,由贯通面设置通道,用以相通气室并且朝向轮胎的中心；由于吸音材设置气室的设计,使声波产生能量抵消与衰减,有效地降低轮胎空腔共鸣音。(tire noise reduction device, which mainly comprises noise reduction structure arranged on the inner surface of the tire cavity in the tire, at least sound absorption material arranged on the noise reduction structure, wherein the sound absorption material penetrates through the hollow air chamber, the sound absorption material comprises bonding surface adhered on the inner surface of the tire, and penetrating surface, a channel is arranged on the penetrating surface for communicating the air chamber and facing the center of the tire, and the sound absorption material is provided with the air chamber, so that the energy generated by sound waves is offset and attenuated, and the tire cavity resonance noise is effectively reduced.)

A tire noise reduction device of , which comprises a tire outer circumferential surface having tread portion, inner surface of the tire, tire cavity space surrounded by the inner surface, structure corresponding to the inner surface of the tread portion for reducing noise, characterized in that:

the noise reducing structure is provided with at least sound absorbing materials on the inner surface of the tire, the sound absorbing materials form a hollow through channel-shaped air chamber along the circumferential direction of the tire, the sound absorbing materials also comprise attaching surfaces and corresponding through surfaces, the attaching surfaces are fixed on the inner surface of the tire corresponding to the tire surface, and the sound absorbing materials are provided with channels through the through surfaces, the channels are communicated with the air chamber and face the center direction of the tire.

2. The tire noise reduction device of claim 1, wherein the sound absorbing material of the noise reduction structure is in the form of segmented blocks adhesively secured to the inner tread surface along the entire circumference of the tire.

3. The tire noise reduction device according to claim 2, wherein the segmented block-shaped sound absorbing material is adhesively fixed to the inner surface of the tire at positions spaced 10 to 30 degrees apart along the entire circumference of the tire.

4. The apparatus of claim 1, wherein the sound-absorbing material of the noise-reducing structure occupies 21% to 90% of the volume of the cavity of the tire, and has a thickness of 4 mm to 230 mm, and a lateral width of the tread portion is 3% to 95%.

5. The tire noise reduction device of claim 1, wherein the air chamber of the sound absorber is filled with a solid substance.

6. The tire noise reduction device according to claim 1, wherein the air chamber of the sound absorbing material can be filled with an inert gas.

7. The tire noise reduction device according to claim 1, wherein the air chamber of the sound absorbing material is filled with a semi-viscous supplementary liquid.

8. The tire noise reduction device of claim 1, wherein the attachment surface of the sound absorbing material is adhesively secured to the inner tire surface, and the adhesive material is adhesive tape or/and double-sided adhesive tape.

9. The tire noise reduction device of claim 1, wherein the channel of the sound absorber is narrow-channeled.

10, tyre noise reducing device, which is provided with tread part on tyre outer peripheral surface, the inner surface of the tyre is inner surface, the space surrounded by the inner surface is tyre cavity, the tyre cavity is provided with noise reducing structure corresponding to the inner surface of the tread part, characterized in that:

the noise reducing structure is provided with at least sound absorbing materials on the inner surface of the tire, the sound absorbing materials form a hollow through channel-shaped air chamber along the circumferential direction of the tire, the sound absorbing materials also comprise attaching surfaces and corresponding through surfaces, the attaching surfaces are fixed on the inner surface of the tire corresponding to the tire surface, and the sound absorbing materials are provided with through holes at intervals through the through surfaces, and the through holes are communicated with the air chamber and face the center direction of the tire.

11. The tire noise reduction device of claim 10, wherein the sound absorber of the noise reduction structure is in the form of segmented strips adhesively secured to the inner tread surface along the entire circumference of the tire.

12. The tire noise reduction device according to claim 11, wherein the segmented block-shaped sound absorbing material is adhesively fixed to the inner surface of the tire at positions spaced 10 to 30 degrees apart along the entire circumference of the tire.

Technical Field

The invention relates to an tire noise reduction device, in particular to tire noise reduction devices which effectively reduce tire noise derived from tire cavity resonance excited by a tire running on a road surface.

Background

The tire of an automobile is mounted on a rim, a tire Cavity is formed between the tire and the rim, a tire Cavity resonance sound is generated due to the vibration of air filled in the tire, is generally called Cavity resonance sound (Cavity Noise), which belongs to low-frequency Noise, when the tire rotates and runs, the air in the tire vibrates due to the deformation generated when the tread repeatedly contacts with the road surface, the tire Cavity resonance sound is derived from the vibration of the tread, in other words, the tire Cavity resonance sound is excited when the tire rolls, especially, the tire Cavity resonance phenomenon is more obvious near 200 and 250Hz, or when the tire passes over a road expansion joint or an uneven road surface, the tire Cavity resonance sound is more easily excited, and the tire Noise is transmitted to the inside of the automobile to cause discomfort.

In order to reduce the resonance noise of the tire cavity, sound absorbers (for example, adhered to the inner surface of the tire or disposed on the rim) are mostly applied, for example, U.S. patent application No. US7874,329B 2 (hereinafter, referred to as "reference front application "), which is a design of a segmented sound absorber, wherein a porous sound absorber is disposed on the inner surface of the tire, the total length of the sound absorber occupies at least 75% of the maximum inner circumference of the tire, the distance between adjacent sound absorbers is greater than the maximum thickness of the sound absorber, and the number of sound absorber segments is 5-50.

Further, US patent 7182,114B 2 (referred to as "second reference"), which is a sound absorbing material of a whole segment type, is disposed on the inner surface of a tire through a porous sound absorbing material, has a hardness of about 10 to 80N, a tensile resistance of not less than 70kpa, a specific gravity of about 0.014 to 0.026, and is disposed circumferentially with both ends thereof gradually reduced.

EP2,397,314B1 European patent application (hereinafter referred to as "the third application") discloses that the main sound absorbing material is made of a stretchable material.

In view of the above, the former proposal , the former proposal two, and the former proposal three can reduce the tire cavity resonance sound, but the reduction effect is limited, the sound absorption efficiency is still insufficient, and needs to be improved.

Even though there are other methods for reducing the resonance noise of the tire cavity, such as adhering lawn-like flexible material on the inner surface of the tire in US6,343,843 (Sumitomo), or adhering fiber on the inner surface of the tire in US9,045,006 (Michelin) by using a flocking process, etc., the above two methods have disadvantages of difficult process and expensive material, thus consuming time and cost.

In addition to the noise reduction design on the inner surface of the tire, there is also a method for installing a sound absorbing material on the rim, such as US6,533,009 (Sumitomo) to install a thin strip-like porous material or a fin (Flap) on the rim, but this process has the drawback that when the tire rolls, the sound absorbing material will extend and spread outwards, so that the sound absorbing material will fall off or be damaged due to the centrifugal force.

Disclosure of Invention

In view of the above, it is an object of the present invention to provide devices for effectively reducing tire Cavity resonance and reducing cost, wherein sound absorbing material is disposed on the inner surface of the tire, especially the sound absorbing material is combined with the air chamber structure, so that the sound absorbing material is light in weight to reduce material cost, and can effectively reduce tire Cavity resonance (Cavity Noise) to make passengers feel more comfortable.

The tire noise reduction device of the invention is provided with a tread part on the outer circumferential surface of tire, the inner surface of the tire is tire inner surface, the space surrounded by the tire inner surface and the rim is tire cavity, the tire inner surface is provided with noise reduction structure, the noise reduction structure is provided with at least sound absorbing material on the tire inner surface, the sound absorbing material forms air chamber with hollow through channel shape along the circumferential direction of the tire, the sound absorbing material also comprises joint surface and corresponding through surface, the joint surface is fixed on the tire inner surface corresponding to the tire surface, and the sound absorbing material is provided with a channel on the through surface, the channel is communicated with the air chamber and faces the center direction of the tire, thereby the sound absorbing material with the air chamber is provided, and the sound absorbing sound of the tire cavity is effectively reduced.

Preferably, the sound absorbing material of the noise reduction structure is provided with a passage penetrating the air chamber at the through surface without a gap along the entire circumference of the tire.

Preferably, the sound absorbing material of the noise reduction structure is in the form of segmented strips, and is adhered and fixed to the inner surface of the tire at positions spaced 10 to 30 degrees apart along the entire circumference of the tire.

Preferably, the sound absorbing material of the noise reduction structure correspondingly occupies 21% -90% of the volume of the tire cavity, the thickness of the sound absorbing material is 4 mm-230 mm, and the transverse width of the corresponding tread portion is 3% -95%.

Preferably, the air chamber of the sound absorbing material can be filled with solid substances.

Preferably, the air chamber of the sound absorbing material can be filled with an inert gas.

Preferably, the air chamber of the sound absorbing material is filled with a semi-viscous supplementary liquid.

Preferably, the bonding surface of the sound absorbing material is fixed on the inner surface of the tire in an adhesion manner, and the adhesion material is viscose or/and double-sided adhesive tape.

Preferably, the passage of the sound absorbing material is in a narrow passage shape.

tire noise reduction device, which is provided with tread portion on tire outer peripheral surface, the tire inner surface is tire inner surface, the space surrounded by the tire inner surface is tire cavity, noise reduction structure is provided on the tire cavity corresponding to the tire inner surface of the tread portion, the noise reduction structure is provided with at least sound absorption material on the tire inner surface, the sound absorption material forms air chamber with hollow through channel along the tire circumferential direction, the sound absorption material also comprises joint surface and corresponding through surface, the joint surface is fixed on the tire inner surface corresponding to the tread portion, and the sound absorption material is provided with through holes at intervals on the through surface, the through holes are communicated with the air chamber and face the tire center direction.

Preferably, the sound absorbing material of the noise reduction structure is in the form of segmented blocks adhesively fixed to the inner surface of the tire along the entire circumference of the tire.

Preferably, the segmented block-shaped sound absorbing material is adhered and fixed to the inner surface of the tire at positions spaced 10 to 30 degrees apart along the entire circumference of the tire.

The invention has the beneficial effects that:

1. the invention mainly relates to a sound-absorbing material in a tire, which is provided with an air chamber with being a hollow channel, wherein the side surface of of the air chamber is provided with a through channel, so that sound waves enter the air chamber through the channel, and when the sound waves enter the sound-absorbing material of the hollow air chamber, the sound waves are in a limited range of the air chamber, so that the sound waves are intensively surrounded and absorbed by the porous material tissue of the surrounding sound-absorbing material, the generated energy is offset and attenuated, the noise transmitted to a vehicle body is reduced, and passengers in the vehicle can feel comfortable.

2. The sound absorbing material of the invention forms hollow air chamber, so as to reduce the weight of the sound absorbing material, improve the advantage of light weight and reduce the material cost.

3. The sound absorbing material of the present invention can be adhered and fixed to the inner surface of the tire in a full circle, and adhered and fixed to the inner surface of the tire, and the through passage can be changed into a through hole, so that the rigidity of the sound absorbing material can be improved.

Drawings

Fig. 1 is an end sectional view of the present invention.

Fig. 2 is a perspective cross-sectional view of the present invention.

FIG. 3 is a side sectional view of the whole circumference sound absorbing material of the present invention.

FIG. 4 is a side cross-sectional view of another embodiment of a segmented acoustical absorbent of the present invention .

Fig. 5 is an end sectional view of another embodiment of the invention.

FIG. 6 is a side cross-sectional view of a full perimeter acoustical absorbent according to yet another embodiment of the present invention.

FIG. 7 is a side sectional view of a segmented acoustical absorbent according to yet another embodiment of the invention.

FIG. 8 is a schematic view of the channel width being 5% of the width of the plenum.

FIG. 9 is a schematic view of a channel width of 30% of the width of the plenum.

FIG. 10 is a table comparing noise reduction lift ratio values with those of the original design (no air chamber).

FIG. 11 is a linear plot of the ratio of the channel width/plenum width dimension versus the noise reduction lift rate.

FIG. 12 is a schematic view of the channel length being 10% of the length of the air chamber.

Figure 13 is a schematic representation of the channel length being 110% of the length of the plenum.

FIG. 14 is a table comparing noise reduction lift ratio values with those of the original design (no air chamber).

FIG. 15 is a linear plot of the ratio of the channel length/plenum length dimension versus the noise reduction lift rate.

Fig. 16 is a table of test conditions for channel depth.

FIG. 17 is a linear plot of effective total channel depth/plenum depth versus noise reduction rate.

Description of the reference numerals

10. A tire; 11. a tread portion; 12. a sidewall portion; 13. an inner surface of the tire; 15. a tire cavity;

20. 201: a noise reduction structure; 30. 301: a sound absorbing material; 31. an air chamber;

32. a binding face; 33. a through surface; 35. a channel; 36. and a through hole.

Detailed Description

The invention is a tire noise reducing device, which mainly arranges sound absorbing material combined with air chamber design on the inner surface of the tire, please refer to fig. 1 and fig. 2, wherein, the tire 10 comprises formed on the outer peripheral surface, tread part 11 with riffled blocks, sidewall parts 12 and extending to two sides of the tread part 11, inner surface 13 formed on the inner surface of the tire 10, tire cavity 15, the tire 10 can seal the tire cavity 15 after being mounted on the rim of the wheel, noise reducing structure 20 is arranged on the inner surface 13 of the tire cavity 15 relative to the tread part 11.

The noise reducing structure 20 is a bar-shaped sound absorbing material 30, the sound absorbing material 30 correspondingly occupies 21-90% of the volume of the tire cavity 15, the thickness is 4-230 mm, and the transverse width of the corresponding tread portion 11 is about 3-95%, and the sound absorbing material 30 forms a hollow through channel-shaped air chamber 31 along the circumferential direction of the tire, and solid substances such as Carbon fibers (Carbon), Graphite fibers (Graphite), inert gases or semi-viscous supplementary liquid can be filled in the air chamber 31.

In the conventional noise reduction, a sound absorbing material is arranged in a conventional tire cavity, in order to improve the noise reduction performance of the sound absorbing material, the noise reduction performance is improved by using the design of an air chamber 31 and a channel 35, the sound absorbing material 30 is improved by using the structure of the air chamber 31 so as to further improve the noise reduction performance, after the volume size of the air chamber 31 suitable for the resonance sound of the tire cavity 15 is confirmed, the channel width/the air chamber width, the channel length/the air chamber length and the ratio of the effective total depth of the channel/the air chamber depth are all fixed, and the ratio of the volume size of the air chamber (length X width X total depth) of the sound absorbing material 30 in the volume range of the tire cavity 15 is changed (the channel length is fixed and the channel is full depth) only in the proportional range of , the ratio of the channel width to the air chamber width is changed, and the discussion is made from fig. 8 to fig. 11 shows that the noise reduction lifting ratio is gradually reduced by the original design (no air chamber width size is fixed), and the lifting ratio is more than 60% and is preferably reduced by 50% to more than 50% (5-10%) when the noise reduction ratio is more than 50%: 5-10%: the optimal lifting ratio is improved by more than 50%: 5%: the air chamber width.

The preferred design continuing the above example is a channel width/plenum width of 5%, whereby the channel length test conditions are as follows:

1. the sound absorbing material occupies the volume range of the tire cavity and the volume size (length, width and full depth) of the air chamber and is fixed;

2. 5% of channel width/air chamber width, the channel is a hollow through channel formed by along the circumferential direction of the tire:

3. only for the range of fixed ratio, the ratio of the channel length dimension to the air chamber length dimension is changed to discuss in fig. 15 that the experimental tests of different lengths are carried out, and since the sound absorbing material of the present example occupies the range of the tire cavity volume and the air chamber volume is fixed, when the ratio of the channel length/the air chamber length exceeds 120%, the thickness of the sound absorbing material is exceeded, so the upper limit of the ratio is defined as 120%.

Continuing with the preferred design of the above example, the channel depth test conditions were as follows:

1. the sound absorbing material occupies the volume range of the tire cavity and the volume size (length, width and full depth) of the air chamber and is fixed;

2. channel width/gas chamber width: 5%, channel length/air chamber length: 100% tested in best mode;

3. the width dimension and the depth dimension of the channel are both , and are evenly distributed on the whole circumference of the sound absorbing material;

4. total channel effective depth/air chamber depth (sound absorbing material circumferential length);

5. only for the range of scaling, the ratio of the effective total depth dimension of the channel to the depth (full depth) dimension of the air chamber is changed for discussion;

6. the noise reduction rate is observed as the overall noise reduction rate.

As can be seen from fig. 16 and 17, the effective total depth of the channel is optimized to be close to the full circumferential depth, that is, the sound absorbing material (full channel non-through hole) is best when it is adhered to the tire cavity in the full circumference; if the sound absorber is to be attached to the tire cavity in a segmented (angular arrangement), it is preferable that the total channel effective depth/air chamber depth (sound absorber circumferential length) is 40% or more of the entire circumferential range.

As shown in fig. 1 to 3, the sound absorbing material 30 includes bonding surfaces 32 and corresponding to the through surface 33, the bonding surface 32 facing the inner surface 13 corresponding to the tread portion 11 is fixedly arranged on the inner surface 13 along the whole circumference in an adhesive manner, the adhesive material can be adhesive tape, double-sided adhesive tape (chloroprene rubber, organic solvent combination and acrylic), the environment of the adhesive material is allowed to be negative 40 ℃ to 190 ℃, the stability of the sound absorbing material 30 and the adhesive is maintained to avoid damage and deterioration, the sound absorbing material 30 is further provided with a channel 35 penetrating through the through surface 33, the channel 35 is narrow, the channel 35 is communicated with the air chamber 31 and faces the center direction of the tire 10, therefore, the sound absorbing material 30 is fixed on the inner surface 32 in the tire cavity 15 along the whole circumference by the bonding surface 32 through adhesive means and is corresponding to the tread portion 11.

Therefore, the sound absorbing material 30 of the air chamber 31 is combined with the tire cavity 15, when the tire 10 runs on the road surface, the sound wave excited in the tire cavity 15 will enter the air chamber 31 through the narrow channel-shaped channel 35, and is intensively surrounded and absorbed by the porous material structure of the surrounding sound absorbing material 30, so as to generate energy cancellation and attenuation, and provide a better effect of reducing the resonance sound of the tire cavity 15.

As shown in fig. 4, for another embodiment, the noise reduction structure 201 may include a plurality of segmented strip-shaped sound absorbers 301, the bonding surface 32 of the sound absorber 301 is bonded and fixed on the inner sidewall 13 by an adhesive means, and the sound absorbers 301 may be installed at intervals of 10 to 30 degrees, so that the segmented sound absorbers can effectively reduce the weight and cost by .

As shown in fig. 5 and 6, in the embodiment, the noise reduction structure 20 is a sound absorbing material 30 having a full circumference shape, the sound absorbing material 30 occupies 21 to 90% of the volume of the tire cavity 15, has a thickness of 4 to 230 mm, and has a lateral width corresponding to the tread portion 11 of about 3 to 95%, and the sound absorbing material 30 is formed with an air chamber 31 having a through hole 36 along the longitudinal direction thereof, and the bonding surface 32 of the sound absorbing material 30 is bonded and fixed to the inner surface 13 by an adhesive means, and the embodiment can effectively enhance the structural strength of the sound absorbing material 30.

As shown in FIG. 7, for another embodiment, the noise reduction structure 201 may include several segmented bar-shaped sound absorbers 301, the bonding surface 32 of the sound absorber 301 is bonded and fixed on the inner sidewall 13 by adhesive means, each sound absorber 301 may be installed at an interval of 10 to 30 degrees, and the segmented sound absorbers may effectively reduce weight and cost by .

It is understood that the embodiments described are only some embodiments of the present invention, and not all other embodiments based on the embodiments of the present invention, which can be obtained by one of ordinary skill in the art without inventive faculty, are within the scope of the present invention.