CA2994992A1 - Tubeless pneumatic vehicle tire - Google Patents
Tubeless pneumatic vehicle tire Download PDFInfo
- Publication number
- CA2994992A1 CA2994992A1 CA2994992A CA2994992A CA2994992A1 CA 2994992 A1 CA2994992 A1 CA 2994992A1 CA 2994992 A CA2994992 A CA 2994992A CA 2994992 A CA2994992 A CA 2994992A CA 2994992 A1 CA2994992 A1 CA 2994992A1
- Authority
- CA
- Canada
- Prior art keywords
- tire
- pneumatic vehicle
- vehicle tire
- damping layer
- noise damping
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/14—Anti-skid inserts, e.g. vulcanised into the tread band
- B60C11/16—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C19/00—Tyre parts or constructions not otherwise provided for
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C19/00—Tyre parts or constructions not otherwise provided for
- B60C19/002—Noise damping elements provided in the tyre structure or attached thereto, e.g. in the tyre interior
Abstract
Tubeless pneumatic vehicle tire comprising a tread (1) that has a plurality of spikes (5), further comprising sidewalls (3), bead regions (2) and an airtight inner ply (4) that forms the inner face (4a) facing the interior of the pneumatic vehicle tire, a noise damping ply (6, 6', 6") being circumferentially mounted in the area of the inner face (4a) lying opposite the tread (1). The noise damping ply (6) has a maximum degree of absorption in the range of 300 to 500 Hz.
Description
=
Description Tubeless pneumatic vehicle tire The invention relates to a tubeless pneumatic vehicle tire having a tread provided with a multiplicity of spikes, sidewalls and bead regions and also having an airtight inner layer which forms the inner side facing the interior of the pneumatic vehicle tire, wherein a noise damping layer is applied in an annularly encircling manner to that region of the inner side that is located opposite the tread.
Pneumatic vehicle tires provided with spikes represent a different noise source compared with unspiked winter tires. A specific rolling noise is generated in particular by the hard-metal pins of the spikes striking the ground surface while the tire is rolling. By optimizing the positions of the spikes in the tread, the objectively measured and subjectively perceived rolling noise of spiked tires can be improved, but has not yet achieved the noise level of a spike-free winter tire. The number of spikes used in the tread has been increased considerably in recent years from around 130 per tread to over 200 per tread, depending on the tire size. As a result, the conflict of aims between an optimum arrangement of the spikes in the tread in order to achieve good force transmission on an icy ground surface and the objectively measurable and the subjectively perceived rolling noise has been intensified.
In the patent literature, in particular, there are a number of proposed solutions in which, in order to reduce the outwardly emitted and audible noise and the noise level in the interior of the vehicle, foam is introduced into the interior of the tire. Thus, for example, DE 198 06 135 Al discloses a method for producing a pneumatic vehicle tire having a sound-absorbing foam layer adhering to the inner layer, wherein the tire is already covered with the foam layer before vulcanization and the foam layer is chemically and/or mechanically bonded to the inner layer during vulcanization. In the case of the tubeless pneumatic vehicle tire known from DE 197 50 229 Al, a layer of closed-cell foam, which is bonded to the tire by adhesion, is located on the tire inner side, adhering to the latter.
The invention is based on the object, in the case of a pneumatic vehicle tire of the type mentioned at the beginning, of reducing the objectively measurable and also the subjectively perceptible rolling noise generated by spikes in the tread during rolling over the ground surface.
The object set is achieved according to the invention in that the noise damping layer exhibits its maximum degree of absorption in the range from 300 Hz to 500 Hz.
Therefore, according to the invention, a noise damping layer is used in the interior of the tire, said noise damping layer being coordinated in a targeted manner with the excitation spectrum generated by the spikes in the tread while the tire is rolling on the ground surface.
In the scope of extensive tests, it was found that, for example at a vehicle speed of 80 km/h, dominant frequencies of the noise induced by the spikes are in the range around 400 Hz.
The vibrations excited by the spikes are damped and prevented from propagating into the interior of the vehicle. By way of the noise damping layer according to the invention, the objectively measurable and the subjectively perceptible rolling noise of spiked tires can be noticeably reduced.
In a preferred embodiment of the invention, the noise damping layer consists of a thermoplastic or elastomeric foam, preferably of polyurethane foam. Damping layers made of such foams can be realized particularly well in accordance with the desired maximum degree of absorption in the range from 300 Hz to 500 Hz.
Depending on the tire type and the number and arrangement of spikes, particular embodiments of the noise damping layer are particularly advantageous in order to achieve particularly good damping. According to one of these preferred embodiments, the noise damping layer has a constant width of 30% to 100% of the width of the tire contact patch, in particular of at least 80% of the width of the tire contact patch. Also particularly preferred is an embodiment in which the noise damping layer has a constant thickness of 5% to 20% of its width.
To further improve sound damping, that side of the noise damping layer that faces the interior of the tire can be provided with a multiplicity of elevations or with a multiplicity of recesses.
Further features, advantages and details of the invention will now be described in more detail on the basis of the drawing. In the drawing:
Figure 1 shows a cross section through a tire in one embodiment of the invention, Figure 2 and figure 3 show cross sections through portions of variant embodiments of damping layers.
Figure 1 schematically shows the cross section of a tubeless radial pneumatic vehicle tire intended in particular for passenger vehicles, vans or light trucks, which is suitable and intended for use in wintry driving conditions and has a profiled tread 1, bead region 2 and sidewalls 3. The pneumatic vehicle tire also has an airtight inner layer 4 which covers and forms the inner side 4a of the tire. Figure 1 also indicates that spikes 5 are anchored in the tread I. The spikes 5 have, in a known manner, a spike pin and a spike body, wherein the spike pin usually consists of a hard metal and the spike body is produced for example from aluminum.
In that region of the inner side 4a that is opposite the tread 1, a noise damping layer 6 is applied, in particular adhesively bonded, in an annular encircling manner to the inner side 4a. The design and material of the damping layer 6 are such that the degree of absorption of the damping layer 6 is greatest in the frequency range from 300 Hz to 500 Hz.
In this way, the sound absorption of the damping layer 6 is coordinated in a targeted manner with the excitation spectrum generated by the spikes in the tread during rolling. On account of their construction, spiked tires generate vibrations in the air column in the tire while the tire is rolling, said vibrations being caused by the spikes striking the road surface.
At a vehicle speed of 80 km/h, a dominant frequency of the noise induced by the spikes lies for example in the range around 400 Hz.
In a preferred embodiment of the invention, the noise damping layer 6 consists of a thermoplastic or elastomeric foam, preferably of polyurethane foam. The damping layer 6 has a constant width b which is between 30% and 100% of the width of the tire contact patch, in particular at least 80% of the tire contact patch. The in particular constant thickness d of the damping layer 6 is between 5% and 20% of the width and therefore for example between 20 mm and 50 mm, depending on the tire size.
Figure 2 and figure 3 show further variant embodiments of noise damping layers 6', 6"
made of foam. In the embodiment shown in figure 2, that side of the damping layer 6' that faces the interior of the pneumatic vehicle tire is provided with a multiplicity of elevations 7 for example in the form of pyramids. The elevations 7 can also be configured in the form of cones, truncated cones and the like. In the embodiment shown in figure 3, that side of the damping layer 6" that faces the interior of the tire is provided with a multiplicity of recesses 8, which can be configured as desired.
List of reference numerals 1 ............. Tread ........ 2 Bead region 3 ............. Sidewall 4 ............. Inner layer 4a ............ Inner side 5 ............. Spikes ........ 6, 6', 6" Damping layer 7 ............. Elevation 8 ............. Recess .............. Width .............. Thickness
Description Tubeless pneumatic vehicle tire The invention relates to a tubeless pneumatic vehicle tire having a tread provided with a multiplicity of spikes, sidewalls and bead regions and also having an airtight inner layer which forms the inner side facing the interior of the pneumatic vehicle tire, wherein a noise damping layer is applied in an annularly encircling manner to that region of the inner side that is located opposite the tread.
Pneumatic vehicle tires provided with spikes represent a different noise source compared with unspiked winter tires. A specific rolling noise is generated in particular by the hard-metal pins of the spikes striking the ground surface while the tire is rolling. By optimizing the positions of the spikes in the tread, the objectively measured and subjectively perceived rolling noise of spiked tires can be improved, but has not yet achieved the noise level of a spike-free winter tire. The number of spikes used in the tread has been increased considerably in recent years from around 130 per tread to over 200 per tread, depending on the tire size. As a result, the conflict of aims between an optimum arrangement of the spikes in the tread in order to achieve good force transmission on an icy ground surface and the objectively measurable and the subjectively perceived rolling noise has been intensified.
In the patent literature, in particular, there are a number of proposed solutions in which, in order to reduce the outwardly emitted and audible noise and the noise level in the interior of the vehicle, foam is introduced into the interior of the tire. Thus, for example, DE 198 06 135 Al discloses a method for producing a pneumatic vehicle tire having a sound-absorbing foam layer adhering to the inner layer, wherein the tire is already covered with the foam layer before vulcanization and the foam layer is chemically and/or mechanically bonded to the inner layer during vulcanization. In the case of the tubeless pneumatic vehicle tire known from DE 197 50 229 Al, a layer of closed-cell foam, which is bonded to the tire by adhesion, is located on the tire inner side, adhering to the latter.
The invention is based on the object, in the case of a pneumatic vehicle tire of the type mentioned at the beginning, of reducing the objectively measurable and also the subjectively perceptible rolling noise generated by spikes in the tread during rolling over the ground surface.
The object set is achieved according to the invention in that the noise damping layer exhibits its maximum degree of absorption in the range from 300 Hz to 500 Hz.
Therefore, according to the invention, a noise damping layer is used in the interior of the tire, said noise damping layer being coordinated in a targeted manner with the excitation spectrum generated by the spikes in the tread while the tire is rolling on the ground surface.
In the scope of extensive tests, it was found that, for example at a vehicle speed of 80 km/h, dominant frequencies of the noise induced by the spikes are in the range around 400 Hz.
The vibrations excited by the spikes are damped and prevented from propagating into the interior of the vehicle. By way of the noise damping layer according to the invention, the objectively measurable and the subjectively perceptible rolling noise of spiked tires can be noticeably reduced.
In a preferred embodiment of the invention, the noise damping layer consists of a thermoplastic or elastomeric foam, preferably of polyurethane foam. Damping layers made of such foams can be realized particularly well in accordance with the desired maximum degree of absorption in the range from 300 Hz to 500 Hz.
Depending on the tire type and the number and arrangement of spikes, particular embodiments of the noise damping layer are particularly advantageous in order to achieve particularly good damping. According to one of these preferred embodiments, the noise damping layer has a constant width of 30% to 100% of the width of the tire contact patch, in particular of at least 80% of the width of the tire contact patch. Also particularly preferred is an embodiment in which the noise damping layer has a constant thickness of 5% to 20% of its width.
To further improve sound damping, that side of the noise damping layer that faces the interior of the tire can be provided with a multiplicity of elevations or with a multiplicity of recesses.
Further features, advantages and details of the invention will now be described in more detail on the basis of the drawing. In the drawing:
Figure 1 shows a cross section through a tire in one embodiment of the invention, Figure 2 and figure 3 show cross sections through portions of variant embodiments of damping layers.
Figure 1 schematically shows the cross section of a tubeless radial pneumatic vehicle tire intended in particular for passenger vehicles, vans or light trucks, which is suitable and intended for use in wintry driving conditions and has a profiled tread 1, bead region 2 and sidewalls 3. The pneumatic vehicle tire also has an airtight inner layer 4 which covers and forms the inner side 4a of the tire. Figure 1 also indicates that spikes 5 are anchored in the tread I. The spikes 5 have, in a known manner, a spike pin and a spike body, wherein the spike pin usually consists of a hard metal and the spike body is produced for example from aluminum.
In that region of the inner side 4a that is opposite the tread 1, a noise damping layer 6 is applied, in particular adhesively bonded, in an annular encircling manner to the inner side 4a. The design and material of the damping layer 6 are such that the degree of absorption of the damping layer 6 is greatest in the frequency range from 300 Hz to 500 Hz.
In this way, the sound absorption of the damping layer 6 is coordinated in a targeted manner with the excitation spectrum generated by the spikes in the tread during rolling. On account of their construction, spiked tires generate vibrations in the air column in the tire while the tire is rolling, said vibrations being caused by the spikes striking the road surface.
At a vehicle speed of 80 km/h, a dominant frequency of the noise induced by the spikes lies for example in the range around 400 Hz.
In a preferred embodiment of the invention, the noise damping layer 6 consists of a thermoplastic or elastomeric foam, preferably of polyurethane foam. The damping layer 6 has a constant width b which is between 30% and 100% of the width of the tire contact patch, in particular at least 80% of the tire contact patch. The in particular constant thickness d of the damping layer 6 is between 5% and 20% of the width and therefore for example between 20 mm and 50 mm, depending on the tire size.
Figure 2 and figure 3 show further variant embodiments of noise damping layers 6', 6"
made of foam. In the embodiment shown in figure 2, that side of the damping layer 6' that faces the interior of the pneumatic vehicle tire is provided with a multiplicity of elevations 7 for example in the form of pyramids. The elevations 7 can also be configured in the form of cones, truncated cones and the like. In the embodiment shown in figure 3, that side of the damping layer 6" that faces the interior of the tire is provided with a multiplicity of recesses 8, which can be configured as desired.
List of reference numerals 1 ............. Tread ........ 2 Bead region 3 ............. Sidewall 4 ............. Inner layer 4a ............ Inner side 5 ............. Spikes ........ 6, 6', 6" Damping layer 7 ............. Elevation 8 ............. Recess .............. Width .............. Thickness
Claims (7)
1. A tubeless pneumatic vehicle tire having a tread (1) provided with a multiplicity of spikes (5), sidewalls (3) and bead regions (2) and also having an airtight inner layer (4) which forms the inner side (4a) facing the interior of the pneumatic vehicle tire, wherein a noise damping layer (6, 6, 6") is applied in an annularly encircling manner to that region of the inner side (4a) that is located opposite the tread (1), characterized in that the noise damping layer (6) exhibits its maximum degree of absorption in the range from 300 Hz to 500 Hz.
2. The pneumatic vehicle tire as claimed in claim 1, characterized in that the noise damping layer (6, 6, 6") consists of a thermoplastic or elastomeric foam.
3. The pneumatic vehicle tire as claimed in claim 1 or 2, characterized in that the noise damping layer (6, 6, 6") consists of polyurethane foam.
4. The pneumatic vehicle tire as claimed in one of claims 1 to 3, characterized in that the noise damping layer (6, 6, 6") has a constant width (b) of 30% to 100% of the width of the tire contact patch, in particular of at least 80% of the width of the tire contact patch.
5. The pneumatic vehicle tire as claimed in one of claims 1 to 4, characterized in that the noise damping layer (6, 6, 6") has a constant thickness (d) of 5% to 20%
of its width (b).
of its width (b).
6. The pneumatic vehicle tire as claimed in one of claims 1 to 5, characterized in that that side of the noise damping layer (6') that faces the interior of the tire is provided with a multiplicity of elevations (7).
7. The pneumatic vehicle tire as claimed in one of claims 1 to 5, characterized in that that side of the noise damping layer (6') that faces the interior of the tire is provided with a multiplicity of recesses (8).
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102015216388.1A DE102015216388A1 (en) | 2015-08-27 | 2015-08-27 | Tubeless pneumatic vehicle tire |
| DE102015216388.1 | 2015-08-27 | ||
| PCT/EP2016/064156 WO2017032476A1 (en) | 2015-08-27 | 2016-06-20 | Tubeless pneumatic vehicle tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2994992A1 true CA2994992A1 (en) | 2017-03-02 |
| CA2994992C CA2994992C (en) | 2023-10-03 |
Family
ID=56134378
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2994992A Active CA2994992C (en) | 2015-08-27 | 2016-06-20 | Tubeless pneumatic vehicle tire |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP3341224B1 (en) |
| CA (1) | CA2994992C (en) |
| DE (1) | DE102015216388A1 (en) |
| RU (1) | RU2688421C1 (en) |
| WO (1) | WO2017032476A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2021178612A (en) * | 2020-05-15 | 2021-11-18 | 横浜ゴム株式会社 | Pneumatic tire |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19750229B4 (en) | 1997-11-13 | 2004-01-29 | Continental Aktiengesellschaft | Tubeless pneumatic vehicle tire and method for producing a tubeless pneumatic vehicle tire |
| DE19806135A1 (en) | 1998-02-14 | 1999-08-19 | Bosch Gmbh Robert | Method for determining the temperature of a vehicle battery |
| DE19806935C2 (en) * | 1998-02-19 | 2001-10-18 | Continental Ag | Process for producing a pneumatic vehicle tire with a sound-absorbing foam layer adhering to its inner liner and pneumatic vehicle tire manufactured according to this method |
| CN101547798B (en) * | 2006-11-21 | 2012-11-21 | 株式会社普利司通 | Tire/rim assembly and sponge member for use therein |
| JP2009226976A (en) * | 2008-03-19 | 2009-10-08 | Bridgestone Corp | Winter tire |
-
2015
- 2015-08-27 DE DE102015216388.1A patent/DE102015216388A1/en not_active Withdrawn
-
2016
- 2016-06-20 CA CA2994992A patent/CA2994992C/en active Active
- 2016-06-20 EP EP16729937.9A patent/EP3341224B1/en active Active
- 2016-06-20 WO PCT/EP2016/064156 patent/WO2017032476A1/en active Application Filing
- 2016-06-20 RU RU2018110066A patent/RU2688421C1/en active
Also Published As
| Publication number | Publication date |
|---|---|
| EP3341224B1 (en) | 2020-09-30 |
| CA2994992C (en) | 2023-10-03 |
| DE102015216388A1 (en) | 2017-03-02 |
| RU2688421C1 (en) | 2019-05-21 |
| WO2017032476A1 (en) | 2017-03-02 |
| EP3341224A1 (en) | 2018-07-04 |
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| EEER | Examination request |
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