KR102324316B1 - Sound absorber for tires - Google Patents

Abstract

A disclosed sound absorber for a tire comprises: a plurality of first bodies which are separated from an inner liner and are placed at a regular interval along a rotational direction of the tire; a plurality of second bodies which are placed on one side of the first body and are engaged with the inner liner; a plurality of first connection units which couple the first bodies and the second bodies for the first bodies and the second bodies to rotate relatively; a plurality of third bodies which are placed on the other side of the first body and are engaged with the inner liner; and a plurality of second connection units which couple the first bodies and the third bodies for the first bodies and the third bodies to rotate relatively. The sound absorber reduces an area attached on the inner liner inside the tire and at the same time, reduces noise while not being damaged on an uneven road surface.

Description

Sound absorber for tires

The present invention relates to a sound absorbing material for a tire, and more particularly, to a sound absorbing material for a tire coupled to the inside of a tire to reduce noise generated by the tire.

In general, pneumatic tires have a support function that supports the entire load of the vehicle, a power transmission function that transmits the driving force and braking force of the vehicle to the road surface, a shock mitigation function that alleviates external shocks caused by irregular road surfaces, and the progress of the vehicle. It is equipped with various position change functions, etc. to change the position according to the direction.

A typical structure of such a pneumatic tire includes a tread, which is a thick rubber layer in direct contact with the road surface; Shoulder (Shoulder) constituting the shoulder of the tire with the thickest thickness; A side wall on the side of the tire that improves the riding comfort through flexible flexing and extending motion and displays the type, size, manufacturer, etc. of the tire; A bead that surrounds the end of the cord paper so that the tire is mounted on the rim (Bead); Carcass made of tire cord paper, that is, a body ply as a part that forms the skeleton of the tire and withstands the internal air pressure and load or impact, and a layer inserted into the tread and the body ply. a belt layer that relieves the impact of the tread and prevents cracks or trauma of the tread from reaching the body ply directly; A rubber layer provided inside the body ply is made of an inner liner to prevent air leakage.

And the pneumatic tire is provided with a rim (Rim) is mounted to surround the outer surface of the bead portion.

Here, when the rim is mounted on the bead, a cavity is formed inside the tire, and when the cavity is filled with compressed air, the tire absorbs an impact from the ground and supports the vehicle body.

However, since a cavity is formed inside the tire, a space is provided for sound waves to resonate while driving a vehicle to generate cavity resonance due to vibration of air, and the cavity resonance is transmitted to the outside and inside of the vehicle. As a result, it not only causes dissatisfaction with the noise to drivers or passengers, but also causes noise pollution in the external environment.

In particular, road noise of a pneumatic tire is a sound wave in the range of 50 to 400 Hz generated from a tire traveling on a road, and the main cause of the road noise is resonance vibration of air generated in the tire cavity.

The cavity resonance sound is generated when the tire tread vibrates due to the unevenness of the road surface, and the vibration vibrates the air inside the tire. The frequency of the cavity resonance sound is known to be around 200 to 250 Hz, and it is important to reduce the noise level in the frequency band to reduce tire noise.

As a method of reducing noise caused by the cavity resonance sound phenomenon, a method of absorbing vibration and noise by attaching a sound absorbing material to the inside of a tire has been recently proposed. It is common to attach a sound absorbing material to the bottom surface of the tire tread, and there are cases in which the mounting position of the sound absorbing material is changed in consideration of the sidewall's flexing/extending motion.

Here, since the geometric shape of the sound-absorbing damper in addition to the material properties of the sound-absorbing damper has a great influence on effective absorption of the cavity resonance sound, the need for the development of an improved sound-absorbing material shape to further improve the sound-absorbing performance has emerged.

Korean Patent Application Laid-Open No. 10-2010-0005511 'A low-noise pneumatic tire with a sound-absorbing damper' has a wedge-shaped sound-absorbing channel made of a plurality of sound-absorbing materials, and the wedge-shaped sound-absorbing channels are connected to each other by crossing them at an angle of 90 degrees. Disclosed is a pneumatic tire characterized in that it has a structure.

An object of the present invention is to provide a sound absorbing material for a tire that can be attached to the inside of a tire and can reduce noise without being damaged even on an uneven road surface.

The object includes a plurality of first bodies spaced apart from the inner liner and disposed at equal intervals along the rotational direction of the tire; a plurality of second bodies disposed on one side of the first body and coupled to the inner liner; a plurality of first connecting parts for coupling the first body and the second body so that the first body and the second body can be relatively rotated; a plurality of third bodies disposed on the other side of the first body and coupled to the inner liner; and a sound absorbing material for tires that may include a plurality of second connecting portions coupling the first body and the third body so that the first body and the third body can be relatively rotated.

In addition, the above object, a plurality of first cushioning unit coupled between the second body and the inner liner; and a sound absorbing material for a tire that may further include a plurality of second cushioning units coupled between the third body and the inner liner.

In addition, the above object may be achieved by a sound absorbing material for a tire in which the first body may have a first chamber formed therein.

In addition, the above object can be achieved by a sound absorbing material for a tire in which the first body is formed with one or more first channels connecting the first chamber and the outside of the first body.

In addition, the above object can be achieved by a sound absorbing material for a tire that can be formed to face a pair of the first channel in the front-rear direction or the vertical direction of the first body.

Further, the above object may be achieved by a sound absorbing material for a tire in which one or more irregularities may be formed on the surface of the first chamber.

In addition, the above object can be achieved by a sound absorbing material for a tire in which the second body has a second chamber formed therein, and the third body has a third chamber formed therein.

In addition, the above object is, the second body is formed with one or more second channels connecting the second chamber and the outside of the second body, the third body is one or more third channels connecting the third chamber and the outside of the third body This can be achieved by a sound-absorbing material for a tire that can be formed.

In addition, the above object is a tire in which the second channel is formed to face a pair in the front-rear direction or the vertical direction of the second body, and the third channel is formed to face a pair in the front-rear direction or the vertical direction of the third body It can be achieved by a sound-absorbing material for

Further, the above object may be achieved by a sound absorbing material for a tire in which the second chamber and the third chamber may be formed with one or more irregularities on the surface thereof.

According to the sound-absorbing material for a tire according to the present invention, a plurality of first bodies spaced apart from the inner liner and arranged at equal intervals along the rotational direction of the tire; a plurality of second bodies disposed on one side of the first body and coupled to the inner liner; a plurality of first connecting parts for coupling the first body and the second body so that the first body and the second body can be relatively rotated; a plurality of third bodies disposed on the other side of the first body and coupled to the inner liner; and a plurality of second connection parts coupling the first body and the third body so that the first body and the third body can be relatively rotated, thereby reducing the area attached to the inner liner inside the tire. It can reduce noise without breaking even on uneven road surfaces.

In addition, according to the sound absorbing material for a tire according to the present invention, a plurality of first shock absorbers coupled between the second body and the inner liner; and a plurality of second cushioning units coupled between the third body and the inner liner, thereby absorbing shock and preventing damage.

In addition, according to the sound absorbing material for a tire according to the present invention, since the first chamber may be formed inside the first body, the weight of the sound absorbing material may be reduced.

In addition, according to the sound absorbing material for a tire according to the present invention, one or more first channels may be formed in the first body to connect the first chamber and the outside of the first body, thereby effectively absorbing the cavity resonance sound inside the tire to reduce noise can do it

In addition, according to the sound absorbing material for a tire according to the present invention, since a pair of the first channel can be formed to face each other in the front-rear direction or the up-down direction of the first body, it is possible to secure more paths leading to the first chamber and at the same time secure the tire It can effectively absorb the internal cavity resonance sound and reduce the noise.

Further, according to the sound absorbing material for a tire according to the present invention, since one or more irregularities may be formed on the surface of the first chamber, it is possible to divide and disperse the noise wave.

In addition, according to the sound absorbing material for a tire according to the present invention, the second body may have a second chamber formed therein, and the third body may have a third chamber formed therein, so that the weight of the sound absorbing material can be reduced.

In addition, according to the sound absorbing material for a tire according to the present invention, the second body is formed with one or more second channels connecting the second chamber and the outside of the second body, and the third body is formed with the third chamber and the outside of the third body. Since one or more third channels for connecting may be formed, it is possible to effectively absorb the cavity resonance sound inside the tire to reduce the noise.

In addition, according to the sound absorbing material for tires according to the present invention, a pair of the second channel is formed to face each other in the front-rear direction or the vertical direction of the second body, and the third channel is formed to face a pair in the front-rear direction or the vertical direction of the third body. Since it can be formed to see, it is possible to secure more paths leading to the second chamber and the third chamber, and at the same time, it is possible to effectively absorb the cavity resonance sound inside the tire to reduce the noise.

In addition, according to the sound absorbing material for a tire according to the present invention, since one or more irregularities may be formed on the surfaces of the second chamber and the third chamber, it is possible to divide and disperse the noise wave.

1 is a perspective view of a sound absorbing material for a tire according to the present invention.
FIG. 2 is an exploded perspective view of a part of FIG. 1 .
3 is a front view of a sound absorbing material for a tire according to the present invention.
4 is a cross-sectional view taken along line AA′ in FIG. 1 .
5 is a cross-sectional view of a tire provided with a sound absorbing material for a tire according to the present invention.
6 is a perspective view of a part of a tire having a sound absorbing material for a tire according to the present invention installed therein.
7 is a perspective view of a sound absorbing material for a tire according to another embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

However, in describing the present invention, descriptions of already known functions or configurations will be omitted in order to clarify the gist of the present invention.

The X, Y, and Z axes shown in the drawings are arbitrarily set for convenience of explanation, not for the purpose of limiting rights. , and the Z axis is defined as indicating the up and down directions.

Each direction described below is based thereon, except where otherwise specifically limited.

Top (top), bottom (bottom), left and right (side or lateral), front (front, front), back (back, back), etc., which refer to directions in the description and claims of the invention, are not intended to limit the right. For the convenience of description, the relative positions between the drawings and the components are determined as a reference, and each direction described below is based on this, except when otherwise specifically limited.

1 to 6 , the sound absorbing material 20 for a tire 10 according to the present invention includes a plurality of first bodies spaced apart from the inner liner 15 and disposed at equal intervals along the rotation direction of the tire 10 . (30); a plurality of second bodies 40 disposed on one side of the first body 30 and coupled to the inner liner 15; a plurality of first connecting parts 50 for coupling the first body 30 and the second body 40 so that the first body 30 and the second body 40 can relatively rotate; a plurality of third bodies 60 disposed on the other side of the first body 30 and coupled to the inner liner 15; and a plurality of second connection parts 70 coupling the first body 30 and the third body 60 so that the first body 30 and the third body 60 can relatively rotate.

The sound absorbing material 20 for a tire 10 according to the present invention includes a first body 30 , a second body 40 and a third body 60 coupled to the first connection part 50 and the second connection part 70 . ) forms an arch.

1 to 6 , the first body 30 is a part for absorbing the noise of the tire 10 and may be made of a synthetic resin such as polypropylene or polyurethane.

The first body 30 may be spaced apart from the surface of the inner liner 15 inside the tire 10 opposite to the tread 11 of the tire 10 by a predetermined distance.

One side of the first body 30 is rotatably coupled to the second body 40 and the other side is rotatably coupled to the first body 30 .

The first body 30 is supported on both sides by the first body 30 and the second body 40 .

The first body 30 has a first chamber 31 formed therein, so that the weight of the sound absorbing material 20 can be reduced.

One or more first channels may be formed in the first body 30 to connect the first chamber 31 and the outside of the first body 30 .

When the first channel is formed, the first chamber 31 may become a space in which noise introduced from the outside is reduced.

The first chamber 31 may reduce noise introduced through the first channel using the Helmholtz resonance principle.

The first body 30 may be made of a porous material (porous foam).

In a porous material, the minute holes formed in the material may become a passage through which noise flows.

Since the first body 30 is provided in plurality, it is possible to reduce the weight compared to the circular ring shape.

Since the first body 30 is provided in plurality and each of the first bodies 30 is arranged at equal intervals in the circumferential direction, it is possible to prevent vibration and noise from being generated when the tire 10 rotates.

The first body 30 is provided in plurality, and each of the first bodies 30 is formed with the same mass to prevent vibration and noise from occurring when the tire 10 rotates.

The first body 30 is provided in plurality, and each first body 30 has the same volume and mass and is arranged at equal intervals in the circumferential direction to prevent vibration and noise from occurring when the tire 10 rotates. can

The first body 30 is formed in a different volume of the first chamber 31 formed in each of the first bodies 30, so that the frequency of the noise that can be reduced by each of the first chambers 31 is different. Can be adjusted.

The first chamber 31 may be coated with a sound-absorbing layer on the surface.

The sound absorbing layer may absorb noise introduced into the first chamber 31 .

For the sound-absorbing layer, different materials can be selected according to the frequency of the noise desired to be absorbed.

One or more irregularities 33 may be formed on a surface of the first chamber 31 .

The unevenness 33 can divide and disperse the noise wave.

The irregularities 33 may have different shapes, sizes, and numbers according to the frequency of noise desired to be absorbed.

The Helmholtz resonance principle applied to the present invention will be schematically described.

In general, a Helmholtz resonator consists of a relatively small opening and a hermetic cavity, and the mass of air in the neck and the volume elasticity of the cavity form a single resonant mechanism.

That is, in the Helmholtz resonator, the air in the neck acts as a mass and the air inside acts as a spring to cause resonance, and by changing the structure of the resonator, the resonance frequency can be changed.

The Helmholtz resonance frequency is expressed in Equation 1 below.

f: Helmholtz resonance frequency

C: the speed of sound in the fluid

S: cross-sectional area of fluid inlet

L: length of fluid inlet

V: volume of resonant space

1 to 6 , the first channel is a passage through which noise from the outside of the first body 30 can be introduced into the first chamber 31 .

The first channel may be formed on the front, rear, upper and lower surfaces of the first body 30 .

The first channel may change the cross-sectional area and length according to the frequency of noise desired to be reduced.

The first channel may have an outer cross-sectional area larger than an inner cross-sectional area to increase an inlet through which noise is introduced.

The first channel may substantially expand the volume of the resonance space by forming an outer cross-sectional area smaller than an inner cross-sectional area.

One or more pairs of the first channels may be formed to face each other in the front-rear direction or the vertical direction of the first body 30 to secure more paths through which noise is introduced.

The first channel may be coated with the sound absorbing layer coated on the first chamber 31 .

1 to 6 , the second body 40 is a part for supporting one side of the first body 30 .

The second body 40 may be made of a synthetic resin such as polypropylene or polyurethane in order to absorb the noise of the tire 10 .

One side of the second body 40 is coupled to the inner liner 15 and the other side is rotatably coupled to the first body 30 .

It is preferable to minimize the area where the second body 40 is coupled to the inner liner 15 .

The second body 40 has a second chamber 41 formed therein, so that the weight of the sound absorbing material 20 can be reduced.

The second body 40 may have one or more second channels 42 connecting the second chamber 41 and the outside of the second body 40 .

When the second channel 42 is formed, the second chamber 41 may become a space in which noise introduced from the outside is reduced.

The second chamber 41 may reduce noise introduced through the second channel 42 by using the Helmholtz resonance principle.

The second body 40 may be made of a porous material (porous foam).

In a porous material, the minute holes formed in the material may become a passage through which noise flows.

Since the second body 40 is provided in plurality, it is possible to reduce the weight compared to the circular ring shape.

Since the second body 40 is provided in plurality and each second body 40 is arranged at equal intervals in the circumferential direction, it is possible to prevent vibration and noise from being generated when the tire 10 rotates.

The second body 40 is provided in plurality, and each of the second bodies 40 is formed with the same mass to prevent vibration and noise from being generated when the tire 10 rotates.

The second body 40 is provided in plurality, and each second body 40 has the same volume and mass and is arranged at equal intervals in the circumferential direction to prevent vibration and noise from occurring when the tire 10 rotates. can

The second body 40 forms the volume of the second chamber 41 formed in each second body 40 differently, so that the frequency of the noise that each second chamber 41 can reduce is different. Can be adjusted.

The second chamber 41 may be coated with a sound-absorbing layer on the surface.

The sound absorbing layer may absorb noise introduced into the second chamber 41 .

For the sound-absorbing layer, different materials can be selected according to the frequency of the noise desired to be absorbed.

One or more irregularities 43 may be formed on a surface of the second chamber 41 .

The unevenness 43 can divide and disperse the noise wave.

The irregularities 43 may have different shapes, sizes, and numbers according to the frequency of noise desired to be absorbed.

1 to 6 , the second channel 42 is a passage through which noise from the outside of the second body 40 can be introduced into the second chamber 41 .

The second channel 42 may be formed on the front surface, the rear surface, the upper surface and the lower surface of the second body 40 .

The second channel 42 may change the cross-sectional area and length according to the frequency of noise desired to be reduced.

The second channel 42 may have an outer cross-sectional area larger than an inner cross-sectional area to increase an inlet through which noise is introduced.

The second channel 42 may substantially expand the volume of the resonance space by forming an outer cross-sectional area smaller than an inner cross-sectional area.

One or more pairs of the second channels 42 are formed to face each other in the front-rear direction or the vertical direction of the second body 40 to secure more paths through which the noise is introduced.

The second channel 42 may be coated with the sound absorbing layer coated on the second chamber 41 .

1 to 6 , the third body 60 is a part for supporting the other side of the first body 30 .

The third body 60 may be made of a synthetic resin such as polypropylene or polyurethane in order to absorb the noise of the tire 10 .

The third body 60 has the other side coupled to the inner liner 15 and one side coupled to the first body 30 rotatably.

It is preferable to minimize the area where the third body 60 is coupled to the inner liner 15 .

The third body 60 has a third chamber 61 formed therein, so that the weight of the sound absorbing material 20 can be reduced.

The third body 60 may have one or more third channels 62 connecting the third chamber 61 and the outside of the third body 60 .

The third body 60 is symmetrical with the second body 40 with respect to the first body 30 .

The second body 40 , the second chamber 41 , the second channel 42 , and the concave-convex 43 have been described above for the third body 60 , the third chamber 61 , and the third channel 62 . ) and the unevenness 63 can be applied as it is.

Referring to FIGS. 1 to 6 , the first connection part 50 is a part that restrains the first body 30 and the second body 40 to maintain a coupled state.

The first connection part 50 may be a hinge.

When the first connection part 50 is a hinge, the first body 30 and the second body 40 are rotatably engaged with each other, and the first body 30 and the second body 40 pass through the hinge. A through hole may be formed.

Referring to FIG. 7 , the first connection part 50 may be in the form of a rod made of a flexible material such as rubber.

When the first connection part 50 is in the form of a rod of a flexible material, the first body 30 and the second body 40 are spaced apart from each other and do not contact, and the first connection part 50 is connected to the first body 30 It may be coupled between the second body 40 to connect the first body 30 and the second body 40 .

The first body 30 and the second body 40 may rotate with respect to the first connection part 50 .

The first body 30 may rotate based on the second body 40 , and the second body 40 may rotate based on the first body 30 .

Referring to FIGS. 1 to 6 , the second connection part 70 is a part that restrains the first body 30 and the third body 60 to maintain a coupled state.

The second connection part 70 is symmetrical with the first connection part 50 with respect to the first body 30 .

The contents described above with respect to the first connection part 50 may be directly applied to the second connection part 70 .

1 to 6 , the second body 40 may have a first cushioning unit 80 coupled therebetween with the inner liner 15 .

The first cushioning unit 80 may be in the form of a plate or a rod made of a flexible material such as rubber.

The first shock absorber 80 may prevent the deformation of the tire 10 that changes according to the road surface condition from being transmitted to the second body 40 as it is.

The first shock absorber 80 may prevent the shock transmitted through the tire 10 from being transmitted to the second body 40 as it is according to the road surface condition.

The first cushioning unit 80 may prevent the second body 40 from being separated from the inner liner 15 .

1 to 6 , the third body 60 may have a second cushioning unit 90 coupled therebetween with the inner liner 15 .

The second shock absorber 90 is symmetrical with the first shock absorber 80 with respect to the first body 30 .

The above description of the first shock absorber 80 may be directly applied to the second shock absorber 90 .

The sound absorbing material 20 for the tire 10 according to the present invention includes the first body 30, the second body 40, and the third body 60 forming an arch shape even when the tire 10 is deformed depending on the road surface condition. Since they can rotate relative to each other, noise can be absorbed without breaking.

In the foregoing, specific embodiments of the present invention have been described and illustrated, but it is common knowledge in the art that the present invention is not limited to the described embodiments, and that various modifications and variations can be made without departing from the spirit and scope of the present invention. It is self-evident to those who have

Therefore, such modifications or variations should not be individually understood from the technical spirit or viewpoint of the present invention, and it should be said that the modified embodiments belong to the claims of the present invention.

10: tire
11: tread
12: sidewall
13: shoulder
14: bead
15: inner liner
20: sound absorbing material
30: first body
31: first chamber
32: first channel
33: irregularities
40: second body
41: second chamber
42: second channel
43: irregularities
50: first connection part
60: third body
61: third chamber
62: third channel
63: uneven
70: second connection part
80: first buffer unit
90: second buffer unit

Claims (11)

a first body spaced apart from the inner liner and disposed at equal intervals along the rotational direction of the tire;
a second body disposed on one side of the first body and coupled to an inner liner;
a first connection part coupling the first body and the second body so that the first body and the second body can be relatively rotated;
a third body disposed on the other side of the first body and coupled to the inner liner; and
and a second connection part coupling the first body and the third body so that the first body and the third body can rotate relatively. According to claim 1,
a first cushioning unit coupled between the second body and the inner liner; and
The sound absorbing material for tires further comprising a second cushioning unit coupled between the third body and the inner liner. According to claim 1,
The first body is a sound absorbing material for a tire, characterized in that the first chamber is formed therein. 4. The method of claim 3,
The first body is a sound absorbing material for a tire, characterized in that at least one first channel connecting the first chamber and the outside of the first body is formed. 5. The method of claim 4,
The first channel is a sound absorbing material for a tire, characterized in that a pair of the first channel is formed to face each other in the front-rear direction or the vertical direction of the first body. 5. The method of claim 4,
The first chamber is a sound absorbing material for a tire, characterized in that one or more irregularities are formed on the surface. According to claim 1,
The second body has a second chamber formed therein,
The third body is a sound absorbing material for a tire, characterized in that the third chamber is formed therein. 8. The method of claim 7,
The second body is formed with one or more second channels connecting the second chamber and the outside of the second body,
The third body is a sound absorbing material for a tire, characterized in that at least one third channel connecting the third chamber and the outside of the third body is formed. 9. The method of claim 8,
The second channel is formed to face a pair in the front-rear direction or the vertical direction of the second body,
The third channel is a sound absorbing material for a tire, characterized in that a pair of the third channel is formed to face each other in the front-rear direction or the vertical direction of the third body. 9. The method of claim 8,
The sound absorbing material for a tire, characterized in that at least one unevenness is formed on the surface of the second chamber and the third chamber. 11. The method according to any one of claims 1 to 10,
A sound absorbing material for a tire, characterized in that the cross section formed by the first body, the second body, and the third body with respect to the rotation direction of the tire is arcuate.

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