CN113427951A

CN113427951A - Radial tire with ultralow noise

Info

Publication number: CN113427951A
Application number: CN202110845891.0A
Authority: CN
Inventors: 王喜; 陈云; 查磊
Original assignee: Anhui Giti Radial Tire Co Ltd
Current assignee: Anhui Giti Radial Tire Co Ltd
Priority date: 2021-07-26
Filing date: 2021-07-26
Publication date: 2021-09-24

Abstract

The invention relates to the technical field of radial tires and discloses a radial tire with ultralow passing noise, which comprises a cord fabric layer, a belt layer, a cap ply layer and a tire tread, wherein the cord fabric layer, the belt layer, the cap ply layer and the tire tread are sequentially arranged from inside to outside; the harness angle of the belt ply is 27-35 degrees, and the torsional elasticity coefficient of the tire under 70-80% of maximum load is 65-75 N.m/deg; at least two adjacent parts are made of different materials, so that the noise of the inner cavity is weakened when being transmitted outwards; controlling the harness angle of the belt layer to enable the torsional elasticity coefficient to be 65 N.m/deg-75 N.m/deg, and enabling the tire to meet the requirement of the 1 st grade of the fourth stage of European labeling law draft.

Description

Radial tire with ultralow noise

Technical Field

The invention relates to the technical field of radial tires, in particular to a radial tire with ultralow passing noise.

Background

The european signature law currently being implemented is in the second phase, but this phase is already in the late phase. As the second phase ends, the new phase will take over. According to the draft of the new labeling method, analysis shows that no less than 60% of the existing products can not meet the requirement of the third stage of the draft on passing noise, and worse, the existing products can meet the requirement of the fourth stage of the draft on passing noise by almost less than 10%. Once the new labeling approach is put into practice, a large number of products that do not meet regulatory requirements will have to opt out of the european market or find other ways.

In spite of the change course of the European labeling law, the trend that the labeling law is increasingly strict on passing noise is not easily found, so that more and more existing products cannot meet the requirements of the European labeling law, more and more traditional fuel automobiles are replaced by electric automobiles in recent years, and people pay more attention to noise generated by tires after the traditional fuel automobiles are not covered by engine noise.

The prior art tire passes through noise and cannot reach such a low level; some tires adopt a mode of attaching sound-absorbing cotton in the tire to reduce passing noise, the technology increases the production complexity and cost on one hand, on the other hand, the sound-absorbing cotton is easy to fall off in the using process, and the fallen sound-absorbing cotton cannot well play a role in reducing passing noise; still other techniques achieve low through-noise while often resulting in significant reductions in other tire properties.

Disclosure of Invention

In order to solve the above technical problems, the present invention provides a radial tire having an ultra-low passing noise.

In order to solve the technical problems, the invention adopts the following technical scheme:

a radial tire with ultra-low passing noise comprises a cord fabric layer, a belt layer, a cap ply layer and a tire tread which are sequentially arranged from inside to outside, wherein at least two adjacent components in the cord fabric layer, the belt layer, the cap ply layer and the tire tread are made of different materials; the harness angle of the belt layer is 27-35 degrees, and the torsional elasticity coefficient of the tire under 70-80% of maximum load is 65-75 N.m/deg.

Further, any two adjacent components in the cord fabric layer, the belt layer, the cap ply layer and the tire tread are made of different wire harness materials, or different rubber materials, or different wire harness materials and rubber materials.

Further, the tire tread is provided with more than two layers of superposed layered tire treads, and any two adjacent layered tire treads are made of different materials.

Further, the hardness of the tread is 57HS to 62 HS.

Furthermore, the belt ply has at least two layers, and any two adjacent belt plies are made of different materials.

Further, in any one radial section of the tread, from the highest point of the tread to the end point on the tread side, the tire is divided into a first crown arc, a second crown arc and a third crown arc in this order, and is characterized in that the ground contact surface width TDW, the nominal section width NSW, the section width SW, the outer diameter TR1 and the arc length TW1 of the first crown arc, the outer diameter TR2 and the arc length TW2 of the second crown arc, the outer diameter TR3 and the arc length TW3 of the tire have the following relationships: TDW/NSW is 0.76-0.80, TR 1: TR 2: TR 3: NSW ═ 2.9-3.2: (1.4-1.6): (0.35-0.5): 1. TW 1: TW 2: TW3 ═ (0.98-1.01): (0.98-1.01): (0.87-0.91) and SW ═ European regulatory standard value + (0-4) mm.

Compared with the prior art, the invention has the beneficial technical effects that:

the sound waves can be greatly attenuated when passing through the boundary surfaces of different media, the attenuation degree is in direct proportion to the difference degree of the media, and every two adjacent components or at least two adjacent components in the components of the invention adopt different materials, so that the noise of a cavity inside the tire is greatly attenuated when being transmitted outwards, thereby reducing the passing noise of the tire; after a positive correlation exists between the torsional elasticity coefficient and the passing noise found in the test, the invention utilizes the correlation to control the angle of the wiring harness of the belt layer and the related parameters, so that the torsional elasticity coefficient of the tire under 70% -80% of maximum load is 65 N.m/deg-75 N.m/deg, and the tire can meet the requirement of the fourth stage 1 grade of the European labeling law draft, and other parameters of the tire are ensured to be in an acceptable range by limiting the lower limit of the torsional elasticity coefficient.

Drawings

FIG. 1 is a schematic structural view of a tread profile of the present invention.

Detailed Description

A preferred embodiment of the present invention will be described in detail below with reference to the accompanying drawings.

A radial tire with ultra-low passing noise comprises a cord fabric layer, a belt layer, a cap ply layer and a tread, and is designed to meet the future low-noise regulation requirement, so that the radial tire with the passing noise as low as possible is obtained under the condition that other performances of the radial tire are not reduced and additional processes are not added as much as possible.

In the prior tire design process, two adjacent parts of the tire sometimes adopt different wire harness materials, sometimes adopt the same wire harness material, and the factor for determining the wire harness material only has the structural function of the part; moreover, for adhesion, two adjacent parts will use the same glue, because the adhesion between the same glue is better; however, when sound waves pass through the interfaces of different media, the sound waves are greatly attenuated, and the attenuation degree is in direct proportion to the difference degree of the media, namely, the more the difference between the physical and chemical properties of the two media is, the more the sound waves pass through the interfaces of the two media, the more the sound waves are attenuated.

The cord fabric layer, the belt layer and the cap ply layer all comprise wire harnesses and rubber compounds wrapped outside the wire harnesses, and the tread only comprises the rubber compounds.

In the running process of the tire, cavity noise generated by high-speed impact of air in the tire is transmitted to the air through the cord fabric layer, the belt layer, the cap ply layer and the tire tread in sequence; according to the invention, by utilizing the sound attenuation property, each adjacent part or at least two adjacent parts on the cavity noise propagation path are made of different materials, so that the noise is greatly attenuated; the different materials include the following conditions: the material of the wire harness is the same but the material of the sizing material is different, the material of the wire harness is different but the material of the sizing material is the same, the material of the wire harness is different and the material of the sizing material is different; when two adjacent parts adopt different sizing materials, in order to improve the viscosity, a viscous substance can be coated on the surfaces of the parts to ensure the adhesion, and the adhesion of the parts can also be improved by changing the formula of the sizing material.

Taking a belt ply as an example, the invention adopts two belt plies, namely a first belt ply and a second belt ply.

	Scheme 1	Scheme 2	Scheme 3
				First belt layer wire harness material	2*0.30 48E	KEVLAR	2*0.30 48E
Second belted layer wire harness material	2*0.30 48E	KEVLAR	KEVLAR
				Noise (dB)	79.2	78.6	77.9
Improved amplitude (dB)	-	Decrease by 0.6	Decrease 1.3
				Whether or not it is effective	-	Is effective	Is effective

The noise of scheme 2 is lower than that of scheme 1 because the KEVLAR material in scheme 2 has better sound absorption effect than the steel wire material with specification of 2 × 0.3048E. Through contrast scheme 3 and scheme 1, can see that the noise reduction effect of different pencil materials is better than the same pencil material. In consideration of the process such as viscosity and the like, the schemes 1, 2 and 3 all adopt the same rubber material, and when the rubber materials are different, the noise reduction effect is better.

On the basis, a structure with acoustic characteristic impedance closer to air characteristic impedance is obtained by adjusting the structure of the tire, so that the purpose of reducing passing noise of the tire is achieved, and meanwhile, the adverse effect on the wet performance according to the design principle is eliminated by adjusting the structure and the tread formula, and the specific scheme is shown in tables 1 and 2.

TABLE 1

TABLE 2

In scenarios 4 through 9, 2P2S refers to two plies, two belts, 1JF refers to 1 full cap ply, and 1JE refers to 1 edge cap ply, which are terms commonly used by those skilled in the art.

The torsional elastic coefficient is measured at 70% to 80% of the maximum load.

Calculating a pearson correlation coefficient r, which is 0.95, for the torsional elasticity coefficient and the noise value in schemes 4 to 9, and explaining the linear positive correlation between the torsional elasticity coefficient and the passing noise; the noise is reduced when the torsional elasticity coefficient is limited to 65 N.m/deg-75 N.m/deg by controlling the harness angle of the belt layer to be 27-35 deg; the lower limit is set for the torsional elasticity coefficient, so that the operability reduction caused by too low torsional elasticity can be prevented.

Furthermore, a layered design can be made for the tread; in the prior art, the tread has a layered structure, the main purpose of layering is to solve a series of nonacoustic reasons such as heat dissipation, tread grip, rigidity and the like, the tread is layered in the technical scheme of the invention, and any two adjacent layered treads are made of different materials.

There is also a relationship between the stiffness of the tire and the passing noise.

The tread hardness was set to be different in cases 10 to 15, and the noise results are shown in Table 3.

Scheme(s)	10	11	12	13	14	15
							Tread Hardness (HS)	57	69	59	67	67	62
Noise (dB)	69.6	70.6	70	70.9	71	70

TABLE 3

The correlation coefficient r between the tread hardness and the noise in table 3 is calculated to be 0.91, which shows that there is a linear positive correlation between the tread hardness and the noise passing through, and in this embodiment, the selected tread hardness is 57HS to 62 HS.

Sound pressure level superposition formula

It can be seen that the sum of the total sound pressure level and the individual sound pressure levels is logarithmic, which is a monotonically increasing function over its variable interval, so reducing the number of superimposed sound pressure levels will reduce the total sound pressure level. The number of vibration particles can be reduced by reducing the ground contact area of the tire, thereby reducing the number of superimposed sound pressure levels to achieve a reduction in tire through noise. The aim of reducing the passing noise of the tire is achieved by adjusting the section width, the ground contact surface width and the crown arc and seeking to obtain the smallest ground contact area under the condition allowed by the regulations.

As shown in table 4, in order to analyze the influence of the cross-sectional width and the contact patch width on the tire passage noise, the schemes a to F were provided.

TABLE 4

To further analyze the effect of the contour crown parameters on the passing noise, recipes C1, C2, C3 were set, as shown in table 5, in comparison to recipe a.

Scheme(s)	A	C1	C2	C3
					SW(mm)	222	214	214	214
TDW(mm)	178	162	162	162
					TR1(mm)	700	700	630	630
TR2(mm)	350	350	315	315
					TR3(mm)	100	100	120	93
TW1(mm)	33	24.5	24.5	28
					TW2(mm)	33	28.3	28.3	28
TW3(mm)	23	28.2	28.2	25
					Contact area (mm)²)	21724	20885	21453	20143
Noise (dB)	80.4	79.7	80.3	78.7
					Improved amplitude (dB)		Decrease by 0.7	Decrease by 0.1	Decrease 1.7
Whether or not it is effective		Is effective	Is effective	Is effective

TABLE 5

As can be seen from tables 4 and 5, when the ground contact surface width TDW, nominal section width NSW, section width SW, outer diameter TR1 and arc length TW1 of the first crown arc, outer diameter TR2 and arc length TW2 of the second crown arc, outer diameter TR3 and arc length TW3 of the tire have the following relationships: TDW/NSW is 0.76-0.80, TR 1: TR 2: TR 3: NSW ═ 2.9-3.2: (1.4-1.6): (0.35-0.5): 1. TW 1: TW 2: TW3 ═ (0.98-1.01): (0.98-1.01): (0.87-0.91), SW ═ European regulatory standard value + (0-4) mm; the passing noise of the tire can be effectively reduced, and simultaneously, the weight of the tire designed according to the principle can be obviously reduced, so that the cost is saved, and a lower rolling resistance coefficient can be obtained at the same time, because the weight of the tire, particularly the weight of rubber greatly influences the rolling resistance coefficient; the nominal cross-sectional width is not true and is not shown in FIG. 1.

As shown in table 6, the above advantageous factors are combined to make an overall scheme for the noise test of real vehicle passing.

TDW	TDW/NSW：0.76～0.80
		SW	European regulatory standard value + 0-4 mm
TR1：TR2：TR3：NSW	2.9～3.1：1.4～1.6：0.35～0.5：1
		TW1：TW2：TW3	0.98～1.01：0.98～1.01：0.87～0.91
Angle of belt ply	27°～35°
		Corolla layer material	Nylon + KEVLAR
Coefficient of torsional elasticity (N.m/deg)	65～75
		Tread Hardness (HS)	≤58
Coefficient of rolling resistance	7.14
		Wet land gripping force	1.45
Passing noise results (dB)	65.5
		Correction by noise results (dB)	65

TABLE 6

After the noise result is obtained, environmental influence needs to be eliminated, and a noise result passing correction value is obtained; as shown in tables 6 and 7, the final pass noise reaches 65dB, and meets the requirement of the fourth stage 1 level of the European labeling Law draft.

TABLE 7

It will be evident to those skilled in the art that the invention is not limited to the details of the foregoing illustrative embodiments, and that the present invention may be embodied in other specific forms without departing from the spirit or essential attributes thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein, and any reference signs in the claims are not intended to be construed as limiting the claim concerned.

Furthermore, it should be understood that although the present description refers to embodiments, not every embodiment may contain only a single embodiment, and such description is for clarity only, and those skilled in the art should integrate the description, and the embodiments may be combined as appropriate to form other embodiments understood by those skilled in the art.

Claims

1. The utility model provides a radial tire with it is ultralow to pass through noise, includes casing ply, belted layer, cap ply and the tread that sets gradually from inside to outside, its characterized in that: at least two adjacent components in the cord fabric layer, the belt layer, the cap ply layer and the tread are made of different materials; the harness angle of the belt layer is 27-35 degrees, and the torsional elasticity coefficient of the tire under 70-80% of maximum load is 65-75 N.m/deg.

2. The radial tire having ultra low passing noise according to claim 1, wherein: any two adjacent parts of the cord fabric layer, the belt layer, the cap ply layer and the tire tread are made of different wire harness materials, or different rubber materials, or different wire harness materials and rubber materials.

3. The radial tire having ultra low passing noise according to claim 1, wherein: the tire tread is provided with more than two layers of superposed layered tire treads, and any two adjacent layered tire treads are made of different materials.

4. The radial tire having ultra low passing noise according to claim 1, wherein: the hardness of the tread is 57 HS-62 HS.

5. The radial tire having ultra low passing noise according to claim 1, wherein: the belt ply has at least two layers, and any two adjacent belt plies are made of different materials.

6. The radial tire having ultra low passing noise according to claim 1, wherein: on any one radial section of the tread, from the highest point of the tread to the end point on the tread side, the tire is divided into a first crown arc, a second crown arc and a third crown arc in sequence, and is characterized in that the ground contact surface width TDW, the nominal section width NSW, the section width SW, the outer diameter TR1 and the arc length TW1 of the first crown arc, the outer diameter TR2 and the arc length TW2 of the second crown arc, and the outer diameter TR3 and the arc length TW3 of the third crown arc have the following relations: TDW/NSW is 0.76-0.80, TR 1: TR 2: TR 3: NSW ═ 2.9-3.2: (1.4-1.6): (0.35-0.5): 1. TW 1: TW 2: TW3 ═ (0.98-1.01): (0.98-1.01): (0.87-0.91) and SW ═ European regulatory standard value + (0-4) mm.