CN113147268B - Low-noise pneumatic tire tread pattern - Google Patents
Low-noise pneumatic tire tread pattern Download PDFInfo
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- CN113147268B CN113147268B CN202110423898.3A CN202110423898A CN113147268B CN 113147268 B CN113147268 B CN 113147268B CN 202110423898 A CN202110423898 A CN 202110423898A CN 113147268 B CN113147268 B CN 113147268B
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- 238000000034 method Methods 0.000 claims description 4
- 238000004088 simulation Methods 0.000 description 11
- 230000000694 effects Effects 0.000 description 10
- 230000008030 elimination Effects 0.000 description 10
- 238000003379 elimination reaction Methods 0.000 description 10
- 230000000737 periodic effect Effects 0.000 description 3
- 230000004044 response Effects 0.000 description 2
- 238000005316 response function Methods 0.000 description 2
- 238000001228 spectrum Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 230000000052 comparative effect Effects 0.000 description 1
- 238000012937 correction Methods 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 210000005069 ears Anatomy 0.000 description 1
- 230000004630 mental health Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000005404 monopole Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000003595 spectral effect Effects 0.000 description 1
- 238000004804 winding Methods 0.000 description 1
Classifications
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- 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
- B60C11/03—Tread patterns
-
- 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
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- 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
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0358—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
The invention provides a tread pattern of a low-noise pneumatic tire, which comprises a longitudinal ditch extending along the circumferential direction of a tire crown and a plurality of resonators connected in parallel at one side of the longitudinal ditch at intervals, wherein each resonator comprises two adjacent narrow grooves, each narrow groove extends along the surface of the tire crown far away from the longitudinal ditch to form a plurality of sections of transverse channels and vertical channels which are connected end to end, the included angle of the transverse channel extending for the first time, which deviates from the direction of the longitudinal ditch, is A, the vertical channels are distributed in parallel with the longitudinal ditch, and the adjacent transverse channels are arranged in parallel; wherein, the number of the head-tail phase connection points of the transverse channel and the vertical channel is at least 1. The tread pattern of the pneumatic tire provided by the invention can not only well reduce the peak value of the primary cavity resonance peak caused by the longitudinal groove, but also effectively reduce the peak value of the two secondary split peaks caused by the side joint of the resonator with the longitudinal groove. On the other hand, the tread pattern can disperse the concentrated resonant noise of the pipe cavity in a wider frequency band, and the purpose of reducing the noise of the tire is well achieved.
Description
Technical Field
The invention relates to the technical field of tread patterns of pneumatic tires, in particular to a tread pattern of a pneumatic tire for reducing resonance noise of a tire cavity.
Background
With the good control of the noise of the engine of the automobile and the vibration noise of the automobile body, the ratio of the tire noise to the automobile noise is further enlarged. Tire cavity resonance noise is one of the main sources of tire noise, which needs to be well controlled from the standpoint of protecting the physical and mental health of the driver. The resonance noise of the tire cavity is caused by air column resonance generated by the pipeline with two open ends formed by the longitudinal groove of the tire tread and the ground, and the noise is generally generated in the range of 800-1200Hz and is in a frequency band which is sensitive to human ears. Therefore, control of the tire lumen resonance noise becomes critical.
In order to reduce the tire cavity resonance noise, it has been proposed to provide the tread with a branched channel-like resonator having one end opening into the longitudinal groove and the other end terminating in a ground-engaging tread end. The resonance frequency f of the branch groove 0 The calculation formula of (2) is as follows:c in the formula 0 For the sound velocity in the tube, L and d are the length and equivalent diameter of the branching groove, respectively, and x is the tube end correction coefficient, and specific values can be referred to the acoustic literature. However, the related art has the following problems:
1. although the resonator can reduce the resonance noise of the lumen of the tire, secondary split peaks generated by the resonator due to the bypass longitudinal grooves are not considered;
2. the resonator is a quarter-wave tube, and the required size is large to eliminate the resonant noise of the tube cavity around 1000Hz, so that the number of resonators arranged in the grounding tread of the tire is small, and the broadband noise elimination cannot be well realized.
Disclosure of Invention
The invention provides a tread pattern of a low-noise pneumatic tire, which can not only well reduce the peak value of a primary cavity resonance peak caused by a longitudinal ditch, but also effectively reduce the peak value of two secondary split peaks caused by the side joint of a resonator with the longitudinal ditch; on the other hand, the tread pattern can disperse the concentrated resonant noise of the pipe cavity in a wider frequency band, and the purpose of reducing the noise of the tire is well achieved.
In order to solve the technical problems, the invention adopts the following technical scheme:
a low noise pneumatic tire tread pattern comprising a longitudinal groove extending circumferentially along a crown and a plurality of resonators spaced apart from each other in parallel on one side of the longitudinal groove, each of said resonators comprising:
two adjacent narrow grooves, wherein each narrow groove extends along the crown surface far away from the longitudinal groove to form a plurality of sections of transverse channels and vertical channels which are connected end to end, the included angle between the transverse channels which extend for the first time and deviate from the longitudinal groove direction is A, the included angle A is more than or equal to 60 degrees and less than or equal to 120 degrees, the vertical channels are distributed in parallel with the longitudinal groove, and the adjacent transverse channels are arranged in parallel;
the number of the head-tail connection points of the transverse channels and the vertical channels is at least 1, and the length of the transverse channels along the width direction of the tire is larger than that of the longitudinal channels along the circumferential direction of the tire.
Preferably, the front ends of the narrow grooves are communicated with the longitudinal grooves, the tail ends of the narrow grooves are stopped on the surface of the crown, and the lengths of the narrow grooves in the adjacent resonators are different.
Preferably, the two narrow grooves are close to each other along the direction in which the crown extends, and the direction in which the transverse channels extend secondarily faces the longitudinal grooves.
Preferably, the two narrow grooves are divided into a first narrow groove and a second narrow groove, and the first narrow groove has a length L 1 Width W 1 Depth of H 1 The second narrow groove has a length L 2 Width W 2 Depth of H 2 The method comprises the steps of carrying out a first treatment on the surface of the The L is 1 More than or equal to 30 percent (the ground contact length of the tire longitudinal groove), L 2 ≥L 1 The W is 1 ＝W 2 = (depth of the longitudinal groove) · (10% -50%), the H 1 ＝H 2 = (the depth of the longitudinal groove) · (10% -70%).
Preferably, the lengths of the first narrow groove and the second narrow groove are the extension length of the narrow groove along the crown; the depths of the first narrow groove and the second narrow groove are vertical heights of the narrow grooves along the radial direction of the tire.
Preferably, the cross-sectional area of the block between adjacent lateral passages in the first and second narrow grooves is larger than the cross-sectional area of the narrow groove.
According to the technical scheme, the invention has the following beneficial effects:
1. when the resonance frequency of the narrow groove of the resonator provided by the invention is near the first-order resonance frequency of the corresponding pipe cavity, due to impedance mismatch caused by discontinuous sectional areas near the narrow groove, a part of sound waves with specific frequencies in the pipe cavity are reflected, and a part of sound waves penetrate into the resonator to generate local resonance dissipation, so that the attenuation effect of the resonance noise of the pipe cavity of the tire is effectively enhanced.
2. The invention provides a tire with a plurality of resonator patterns arranged in parallel on one side of a tire longitudinal groove, wherein the resonators form an array pattern, and the periodic structure of the array pattern is utilized to enable the noise elimination frequency bands to be partially overlapped, so that the effect of widening the noise elimination frequency bands is realized.
3. The resonator provided by the invention adopts a structure extending along the surface of the crown, has small characteristic size, and can be connected with more resonators with different lengths in parallel in a limited tire tread space, so that the noise elimination frequency band of the tire tread pattern is widened to a great extent.
Drawings
FIG. 1 is a tread pattern development of a pneumatic tire of the present invention;
FIG. 2 is a schematic view of the structure of a single resonator according to the present invention;
FIG. 3 is a three-dimensional schematic of a reference model;
FIG. 4 is a three-dimensional schematic of a simulation model of the present invention;
FIG. 5 is a spectrum comparison schematic of two models;
FIG. 6 is a schematic view of a tire of the present invention;
FIG. 7 is a side view of FIG. 6;
FIG. 8 is a schematic view of a narrow slot with a parameter A of 60;
fig. 9 is a schematic view of a narrow slot with a parameter a of 120 °.
In the figure: 10. crown, 20, longitudinal grooves, 30, resonator, 31, slot, 311, first slot, 312, second slot, 3101, transverse channel, 3102, vertical channel.
Detailed Description
A preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.
Examples:
referring to fig. 1, 2, 6, 7, a low noise pneumatic tire tread pattern includes a longitudinal groove 20 extending in a circumferential direction of a crown 10 and a plurality of resonators 30 spaced apart from each other in parallel on one side of the longitudinal groove 20, each resonator including:
two adjacent narrow grooves 31, each narrow groove extends along the crown surface far away from the longitudinal groove to form a plurality of sections of transverse channels 3101 and vertical channels 3102 which are connected end to end, and the included angle of the transverse channels which extend for the first time and deviate from the longitudinal groove direction is A, in this embodiment, 90 degrees, the vertical channels are distributed in parallel with the longitudinal groove, and the adjacent transverse channels are arranged in parallel;
in the present invention, when the resonance frequency of the narrow groove of the resonator 30 is near the first-order resonance frequency of the corresponding tube cavity, due to impedance mismatch caused by discontinuity of the sectional area near the narrow groove 31, a part of sound waves with specific frequency in the tube cavity is reflected, and a part of sound waves penetrate into the resonator to generate local resonance dissipation, so that the attenuation effect of the resonance noise of the tube cavity of the tire is effectively enhanced.
In addition, a plurality of resonator patterns are arranged in parallel on the tire longitudinal groove 20 side, the plurality of resonators constitute an array pattern, and the periodic structure of the array pattern is utilized so that the noise elimination frequency bands of each other partially overlap, thereby realizing the effect of widening the noise elimination frequency band.
As a preferable embodiment of the present invention, the front ends of the narrow grooves 31 are connected to the longitudinal grooves, the rear ends of the narrow grooves are terminated to the ground tread, and the narrow grooves in the adjacent resonators 30 have different lengths, so that the narrow grooves having different lengths can reduce the resonance noise of the longitudinal groove cavities of the tire in a wide frequency range.
As a preferred solution of the present invention, in order to make full use of the tread space to provide more narrow grooves on the crown, the two narrow grooves 31 are close to each other along the direction in which the crown extends, and the extending direction of the secondary extending transverse channel 3101 is toward the longitudinal groove, i.e., the two narrow grooves have a tendency to extend close to each other, so that more narrow grooves can be provided on the surface of the crown, so as to achieve the effect of further widening the noise elimination band.
Further, the two narrow grooves are divided into a first narrow groove 311 and a second narrow groove 312, the first narrow groove having a length L 1 Width W 1 Depth of H 1 The second narrow groove has a length L 2 Width W 2 Depth of H 2 ；L 1 More than or equal to 30 percent (the ground contact length of the tire longitudinal groove), L 2 ≥L 1 ，W 1 ＝W 2 = (depth of longitudinal groove) · (10% -50%), H 1 ＝H 2 The first narrow groove 311 and the second narrow groove 312 extend along the crown with the length, the width and the depth as described above, and air columns generated by the longitudinal groove of the crown and the ground flow along the first narrow groove and the second narrow groove, so that the viscous force of air in the narrow grooves is increased, the sound wave dissipation effect is enhanced, and the attenuation effect of the resonant noise of the tire lumen is effectively enhanced.
As a preferred embodiment of the present invention, the cross-sectional area of the block between adjacent transverse channels 3101 in the first narrow groove 311 and the second narrow groove 312 is larger than the cross-sectional area of the narrow groove, and the first narrow groove and the second narrow groove extend along the crown to form a curved structure at a certain surrounding angle, so that the feature size is small, and more resonators with different lengths can be connected in parallel in a limited tire tread space, thereby widening the noise elimination frequency band of the tire tread pattern to a great extent.
Further, the lengths of the first narrow groove 311 and the second narrow groove 312 are the extending lengths of the narrow grooves along the crown; the depth of the first narrow groove and the second narrow groove is the vertical height of the narrow groove along the radial direction of the tire.
Further, referring to fig. 8 and 9, the angle of the first extending transverse channel 3101 facing away from the longitudinal groove 20 and the angle between the first extending transverse channel and the first extending vertical channel 3102 in the present invention are not limited to 90 °, and may be any angle value between 60 ° and 120 °.
In order to verify the effectiveness of the technical solution of the present invention, two solutions are established as a comparison, the first solution is a reference model with only longitudinal grooves, as shown in fig. 3; the second scheme is a simulation model arranged according to the tread pattern of the invention, as a reference model shown in fig. 4, wherein the length of a rectangular block is 180mm, the width is 100mm, the height is 30mm, a groove of a longitudinal groove is formed on the surface of the rectangular block, the width of the groove is 8mm, and the depth is 8mm; the simulation model shown in fig. 4 is formed with three resonators, each resonator comprises two symmetrically arranged narrow grooves, and the cross section of each narrow groove is rectangular; specifically, the length of a first narrow groove of the first resonator from top to bottom is 74mm, the width is 2mm, the depth is 5mm, the length of a second narrow groove is 140mm, the width is 2mm, the depth is 5mm, and the opening interval of the two narrow grooves is 30mm; the first narrow groove of the second resonator has the length of 97mm, the width of 2mm and the depth of 5mm, the second narrow groove has the length of 97mm, the width of 2mm and the depth of 5mm, and the opening spacing of the two narrow grooves is 30mm; the third resonator has a first slot length of 81mm, a width of 2mm, a depth of 5mm, a second slot length of 110mm, a width of 2mm, a depth of 5mm, and an opening spacing of 30mm between the two slots.
And carrying out acoustic boundary element simulation on the reference model and the simulation model, and calculating a sound pressure level frequency response function of the positive middle measuring point in the pipe. And obtaining the resonant frequency of the tube cavity of the tire and the corresponding sound pressure level amplitude through the sound pressure level frequency response function curve. In the simulation process: air density of 1.20kg/m 3 The method comprises the steps of carrying out a first treatment on the surface of the The sound velocity in air is defined as 343.65 (1+0.0168i) m/s, where the addition of the imaginary part to air is to take into account that air in the experimental environment is not an ideal gas, and there is an effect of air damping; the sound source type is monopole sound source, and the sound pressure amplitude is 1N/m.
Fig. 5 shows a spectral comparison of the two models obtained by simulation, the dashed line in fig. 5 represents the sound pressure level frequency response curve of the reference model without transverse pattern, and the solid line represents the sound pressure level frequency response curve of the simulation model arranged according to the tread pattern of the present invention. As can be seen from fig. 5, the first-order frequency of the lumen corresponding to the frequency of the reference model is 909Hz, and the corresponding sound pressure level amplitude is 142.60dB; six lower peaks exist in the frequency spectrum of the simulation model arranged according to the tread pattern, the frequency of the first peak is 567Hz, the corresponding amplitude peak is 131.33dB, the frequency of the second peak is 696Hz, the corresponding amplitude peak is 129.33dB, the frequency of the third peak is 777Hz, the corresponding amplitude peak is 121.00dB, the frequency of the fourth peak is 980Hz, the corresponding amplitude peak is 119.62dB, the frequency of the fifth peak is 1096Hz, the corresponding amplitude peak is 128.81dB, and the frequency of the sixth peak is 1230Hz, and the corresponding amplitude peak is 132.61dB. Refer to table 1 below.
TABLE 1 comparative table of parameters of the invention and reference models
Within the frequency range of 0-2000Hz, the RMS value of the reference model is 161.94dB, the RMS of the simulation model is 155.98dB, and the lumen noise is reduced by 5.96dB. The RMS value here refers to the square root of the sum of squares of all data in the frequency interval, which is used to characterize the amount of energy in the signal.
As can be seen by comparison, the tire tread pattern of the invention disperses the concentrated first-order cavity resonance peaks into six relatively stable peaks, each peak is significantly lower than the first-order cavity resonance peak, the differences between the six simulation model peaks and the reference model peaks are respectively 11.27dB, 13.27dB, 21.6dB, 22.98dB, 13.79dB and 9.99dB, and the peaks are distributed in the frequency band of 550-1250 Hz. Therefore, the tread pattern of the pneumatic tire provided by the invention can not only well reduce the peak value of the primary cavity resonance peak caused by the longitudinal groove, but also effectively reduce two peak values caused by the quarter-wave tube. On the other hand, the tread pattern can disperse the concentrated resonant noise of the pipe cavity in a wider frequency band, and the purpose of reducing the noise of the tire is well achieved. As far as resonator design parameters are concerned, since the lumen frequency wavelength is much larger than the linear dimension of the slot, the slot length is approximated as the slot extension length, expressed by the branch slot resonance frequency formula:it is known that the longer the slot length, the smaller the resonance frequency, the larger the slot cross-sectional area, and the smaller the resonance frequency; while the narrow groove winding angle a has little effect on the resonance frequency. For a single resonator, this can serve to reduce the resonant noise of the lumen, mainly because whenWhen the resonance frequency of the resonator is near the first-order resonance frequency of the corresponding tube cavity, due to impedance mismatch caused by discontinuous sectional areas near the narrow grooves, part of sound waves with specific frequencies in the longitudinal grooves are reflected, and part of sound waves penetrate into the resonator to generate local resonance dissipation. For the array pattern formed by resonators, broadband noise reduction can be realized, and mainly because of the periodic structure of the array pattern, the noise elimination frequency bands of the array pattern are partially overlapped, so that the effect of widening the noise elimination frequency bands is realized.
The above-described embodiments are merely illustrative of the preferred embodiments of the present invention and are not intended to limit the scope of the present invention, and various modifications and improvements made by those skilled in the art to the technical solution of the present invention should fall within the scope of protection defined by the claims of the present invention without departing from the spirit of the present invention.
Claims (3)
1. A low noise pneumatic tire tread pattern comprising a longitudinal groove (20) extending circumferentially along a crown (10) and a plurality of resonators (30) spaced apart from each other in parallel on one side of the longitudinal groove (20), characterized in that each of said resonators comprises:
the two adjacent narrow grooves (31) are divided into a first narrow groove (311) and a second narrow groove (312), each narrow groove extends along the crown surface far away from the longitudinal groove to form a plurality of sections of transverse channels (3101) and vertical channels (3102) which are connected end to end, the front ends of the narrow grooves are communicated with the longitudinal groove, the tail ends of the narrow grooves are stopped on the crown surface, the included angle of the first extending transverse channels deviating from the longitudinal groove direction is A, the angle of A is more than or equal to 60 degrees and less than or equal to 120 degrees, the vertical channels are distributed in parallel with the longitudinal groove, and the adjacent transverse channels are arranged in parallel;
the number of the head-tail connection points of the transverse channels and the vertical channels is at least 1, and the length of the transverse channels along the width direction of the tire is larger than that of the longitudinal channels along the circumferential direction of the tire;
the first narrow groove (311) and the second narrow groove (312) are close to each other along the extending direction of the crown, and the extending direction of the transverse channel which extends secondarily faces the longitudinal ditch; and the lengths of the narrow grooves in adjacent resonators (30) are different.
2. A pneumatic tire tread pattern as in claim 1 wherein said first narrow groove has a length L 1 Width W 1 Depth of H 1 The second narrow groove has a length L 2 Width W 2 Depth of H 2 The method comprises the steps of carrying out a first treatment on the surface of the The L is 1 More than or equal to 30 percent (the ground contact length of the tire longitudinal groove), L 2 ≥L 1 The W is 1 ＝W 2 = (depth of the longitudinal groove) · (10% -50%), the H 1 ＝H 2 = (the depth of the longitudinal groove) · (10% -70%).
3. A pneumatic tyre tread pattern as claimed in claim 2, wherein the length of said first and second narrow grooves (311, 312) is the extension of the narrow grooves along the crown; the depths of the first narrow groove and the second narrow groove are vertical heights of the narrow grooves along the radial direction of the tire.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN202110423898.3A CN113147268B (en) | 2021-04-20 | 2021-04-20 | Low-noise pneumatic tire tread pattern |
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|---|---|---|---|
| CN202110423898.3A CN113147268B (en) | 2021-04-20 | 2021-04-20 | Low-noise pneumatic tire tread pattern |
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| CN113147268B true CN113147268B (en) | 2023-10-27 |
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| CN112606629A (en) * | 2020-12-28 | 2021-04-06 | 合肥工业大学 | Wide band low noise pneumatic tire tread pattern |
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| EP1637356B1 (en) * | 2003-05-21 | 2013-02-13 | Bridgestone Corporation | Pneumatic tire and method of designing tread pattern of the tire |
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| JP2008179289A (en) * | 2007-01-25 | 2008-08-07 | Bridgestone Corp | Pneumatic tire |
| JP2008302898A (en) * | 2007-06-11 | 2008-12-18 | Bridgestone Corp | Pneumatic tire |
| JP2008308131A (en) * | 2007-06-18 | 2008-12-25 | Bridgestone Corp | Pneumatic tire |
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| CN112606629A (en) * | 2020-12-28 | 2021-04-06 | 合肥工业大学 | Wide band low noise pneumatic tire tread pattern |
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