TWI741449B - Tire noise reduction device - Google Patents

Abstract

A tire noise reduction device, which is mainly used to provide a noise reduction structure on the tire inner surface of the tire cavity inside the tire. The noise reduction structure is provided with at least one sound-absorbing material. The sound-absorbing material penetrates to form a hollow air chamber. The sound-absorbing material includes a The bonding surface adhered to the inner surface of the tire, and the through surface, the through surface is provided with a channel to communicate with the air chamber and toward the center of the tire; due to the design of the sound-absorbing material with the air chamber, the sound wave generates energy to cancel and attenuate, Effectively reduce the tire cavity resonance sound.

Description

Tire noise reduction device

The invention relates to a tire noise reduction device, in particular to effectively reduce the tire noise derived from the resonance of the tire cavity when the tire is running on the road.

The tires of the car are assembled on the rim, and a tire cavity is formed between the tire and the rim. The tire cavity resonance sound is generated due to the vibration of the air filled in the tire. It is generally called Cavity Noise, which belongs to low-frequency noise. It is when the tire is rotating and driving, it vibrates due to the deformation caused by the repeated contact of the tread with the road surface. The vibration of the tread causes the air inside the tire to vibrate and derives the tire cavity resonance sound. In other words, the tire cavity resonance sound is excited when the tire rolls. In particular, the tire cavity resonance phenomenon is more obvious around 200-250Hz, or when crossing the road expansion joints or uneven roads, the tire cavity resonance sound is more likely to be excited. These tire noises are transmitted to the car and cause discomfort. Therefore, how to reduce the tire cavity resonance is one of the projects that the industry invests in research and improvement.

In order to reduce the resonance sound of the tire cavity, the use of sound-absorbing materials (such as pasted to the inner surface of the tire or installed on the rim) is the most patent application, such as US7874,329 B2 US invention patent case<hereinafter: refer to the previous case 1. >, it is a segmented sound-absorbing material design. Porous sound-absorbing materials are arranged on the inner surface of the tire, and the total length accounts for at least 75% of the maximum inner circumference of the tire. The distance between adjacent sound-absorbing materials is greater than the maximum thickness of the sound-absorbing material. The number of material sections is 5-50.

Furthermore, US7182,114 B2 US invention patent case <hereinafter: refer to the previous case 2>, which is a whole-section sound-absorbing material, which is placed on the inner surface of the tire through a porous sound-absorbing material. The material hardness is about 10-80N, and the tensile strength is about 10-80N. It can not be less than 70kpa, the specific gravity is about 0.014-0.026, the sound-absorbing material is arranged along the circumferential direction, and the two ends gradually become smaller.

And EP2,397,314B1 European invention patent case Three>, its main sound-absorbing material is formed by a stretchable material.

Looking at the previous case 1, 2, and 3, although it can reduce the tire cavity resonance, the reduction effect is limited, and the sound absorption efficiency is still insufficient, and it needs to be improved.

Even if there are other ways to reduce the resonance of the tire cavity, such as US6,343,843 (Sumitomo) adhering a turf-like flexible material on the inner surface of the tire, or US9,045,006 (Michelin) using a flocking process to adhere fibers into the tire The surface and so on, but the lack of the aforementioned two methods is that the construction method is difficult, and the materials are more expensive, so it takes time and cost.

In addition to the noise reduction design on the inner surface of the tire, there is also a method of installing sound-absorbing materials on the rim. For example, US 6,533,009 (Sumitomo) sets a thin strip of porous material or fins (Flap) on the rim, but this method of construction The deficiency is that when the tire rolls, the sound-absorbing material will extend and unfold, causing the sound-absorbing material to fall off or be damaged due to centrifugal force.

The aforementioned reference proposals still have shortcomings in reducing tire noise and each has its own shortcomings. Therefore, in view of the above content, the purpose of the present invention is to provide a device that can effectively reduce tire cavity resonance and save costs. Install sound-absorbing material on the inner surface of the tire, especially the sound-absorbing material combined with the air chamber structure design, which not only reduces the weight of the sound-absorbing material to reduce the material cost, but also effectively reduces the cavity noise of the tire (cavity noise), making the passengers more comfortable .

The tire noise reduction device of the present invention is that a tire outer peripheral surface is provided with a tread portion, the tire inner surface is a tire inner surface, and the space enclosed by the tire inner surface and the rim is a tire cavity, which is located in the tire A noise reduction structure is set on the surface, which is characterized by:

The noise-reducing structure is provided with at least one sound-absorbing material on the inner surface of the tire. The sound-absorbing material forms a hollow through-channel-shaped air chamber along the tire circumferential direction. The sound-absorbing material further includes a bonding surface and a corresponding through surface, The fitting surface is fixed to the inner surface of the tire corresponding to the tread portion, and the sound-absorbing material is provided with a channel on the through surface. The channel communicates with the air chamber and faces the tire center direction, so that the suction with the air chamber The sound material effectively reduces the resonance sound of the tire cavity.

The sound-absorbing material of the noise-reducing structure is provided with a passage through the air chamber without space on the through surface along the entire circumference of the tire.

The sound-absorbing material of the noise-reducing structure is in the shape of segmented strips, and is adhered and fixed to the inner surface of the tire at positions of 10 to 30 degrees along the entire circumference of the tire.

1. The present invention is mainly the sound-absorbing material in the tire. It is equipped with an air chamber that is a hollow channel. The air chamber is provided with a through channel on one side. Therefore, the sound wave must enter the air chamber through the channel, and when the sound wave enters the sound-absorbing material of the hollow chamber , So that the sound wave is within the limited range of the air chamber, so as to be concentrated and absorbed by the porous material of the surrounding sound-absorbing material itself, resulting in energy cancellation and attenuation, so that the noise transmitted to the car body is reduced, and the passengers in the car can be doubled Feel comfortable.

2. The sound-absorbing material of the present invention forms a hollow air chamber, which reduces the weight of the sound-absorbing material, improves the advantages of light weight, and reduces the material cost.

3. The sound-absorbing material of the present invention can be pasted and fixed to the inner surface of the tire tire on the entire circumference, and fixed to the inner surface of the tire by adhesion.

[this invention]

(10)‧‧‧Tire

(11) ‧ ‧ fetal face

(12)‧‧‧Sidewall

(13)‧‧‧Tire inner surface

(15)‧‧‧Tire cavity

(20、201)‧‧‧Noise reduction structure

(30、301)‧‧‧Sound-absorbing material

(31)‧‧‧Air Chamber

(32)‧‧‧Fitting surface

(33)‧‧‧Through-through surface

(35)‧‧‧Channel

(36)‧‧‧Through hole

The first figure is an end sectional view of the present invention.

The second figure is a three-dimensional cross-sectional view of the present invention.

The third figure is a cross-sectional side view of the full-circumference sound-absorbing material of the present invention.

The fourth figure is a side sectional view of a segmented sound-absorbing material according to another embodiment of the present invention.

Figure 5 is an end cross-sectional view of still another embodiment of the present invention.

Figure 6 is a side cross-sectional view of a full-circle sound-absorbing material according to yet another embodiment of the present invention.

The seventh figure is a side sectional view of a segmented sound-absorbing material according to another embodiment of the present invention.

According to the present invention, it is a tire noise reduction device, which is mainly to provide a sound-absorbing material combined with an air chamber design on the inner surface of the tire. A block tread 11, a sidewall portion 12 extending on both sides of the tread 11, a tire inner surface 13 formed on the inner surface of the tire 10, and a tire cavity 15. The tire 10 is installed behind the rim of the wheel The tire cavity 15 can be sealed. The present invention is mainly to provide a noise reduction structure 20 at the tire cavity 15 relative to the tire inner surface 13 of the tread portion 11.

The noise reduction structure 20 is a block-shaped sound-absorbing material 30. The sound-absorbing material 30 occupies 21~90% of the volume of the tire cavity 15 and has a thickness of 4~230mm. The transverse width of the corresponding tread portion 11 is about 3~95%. ; And, the sound-absorbing material 30 forms a hollow through channel-shaped air chamber 31 along the tire circumferential direction, and the air chamber 31 can be filled with solid substances, such as carbon fiber (Carbon), graphite fiber (Graphite) or inert gas or Semi-viscous replenisher.

The conventional noise reduction is to install sound-absorbing materials in the cavity of conventional tires. In order to improve the noise-reducing performance of the sound-absorbing materials, the present invention uses the design of the air chamber 31 and the channel 35 to improve the noise reduction performance. The material 30 is improved to further improve its noise reduction performance. After confirming the volume size of the air chamber 31 suitable for the resonant sound of the tire cavity 15, the "channel width / air chamber width" and "channel length / air chamber length" are determined. The proportional relationship between "effective total channel depth/air chamber depth" is discussed to quantify the noise reduction improvement rate; the sound-absorbing material 30 occupies the tire cavity 15 volume range, and the air chamber volume size (length X width X full depth) is fixed , Only to "change the ratio of the channel width to the air chamber width within a certain ratio" (the channel length is fixed, the channel is full depth):

It can be seen from the above figure and the above table that the value of the noise reduction increase rate is compared with the value of the original design (without air chamber). When the width of the air chamber is fixed, as the channel width/air chamber width size ratio increases, the increase rate is Will gradually decrease, when the ratio is 60%-90%, the increase rate has dropped to below 50%, so the size ratio: 5-50% is better (lift rate: 50% or more), 5-10% is the best ( Promotion rate: more than 70%).

Continuing the above example, the better design is channel width/air chamber width: 5%, so The test conditions for the channel length are as follows:

1. The volume range of the sound-absorbing material occupied by the tire cavity and the volume size of the air chamber (length * width * full depth) are all fixed;

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

3. Only discuss the "change the ratio of the channel length to the air chamber length within a certain ratio":

Note: The width of the channel (5%) is fixed, and experimental tests of different lengths are carried out. Because the sound-absorbing material in this example occupies the tire space _{Cavity volume} The product range and air chamber volume have been fixed. When the channel length/air chamber length is

When the ratio exceeds 120%, the thickness of the sound-absorbing material will be exceeded, so the upper limit of the ratio is set to 120%

As can be seen from the above figure and the above table, when the length of the air chamber is fixed, as the channel length/air chamber length size ratio increases, the increase rate will increase. When the ratio exceeds 40%, the increase rate has increased. More than 70%, so the size ratio is 40-100% (lift rate: more than 70%), 80-110% is the best (lift rate: more than 76%), of which, the size ratio of 110-120% increases by 10%, However, the increase in noise reduction is only increased by 0.3%, and will cause the strength of the sound-absorbing material to decrease (the thickness above the air chamber is too thin), so when the channel length is close to the length of the air chamber, it can be considered as the best implementation.

Continuing the better design of the above example, the test conditions for the channel depth are as follows:

1. The volume range of the sound-absorbing material occupied by the tire cavity and the volume size of the air chamber (length * width * full depth) are all fixed;

2. Channel width/air chamber width: 5%, channel length/air chamber length: 100% tested in the best implementation; 3. The channel width and channel depth are the same, and they are evenly distributed on the entire circumference of the sound-absorbing material; 4. The effective total depth of the channel/the depth of the air chamber (the circumferential length of the sound-absorbing material); 5. Only discuss "within a certain ratio, change the ratio of the effective total depth of the channel to the depth of the air chamber (full depth)"; 6. The noise reduction rate is observed based on the overall noise reduction rate.

As can be seen from the above figure and the above table, the "effective total channel depth" will be close to the "full circumference depth" as the best solution, that is, when the sound absorbing material (full channel and non-through hole) is pasted in the tire cavity on the full circumference, The best effect; if the sound-absorbing material is to be pasted to the tire cavity in sections (angle configuration), it is recommended that the effective total depth of the channel/the depth of the air chamber (the circumferential length of the sound-absorbing material) account for more than 40% of the entire circumference.

As shown in the first to third figures, the sound-absorbing material 30 includes a bonding surface 32 and a through surface 33 corresponding to opposite positions. The bonding surface 32 faces the inner surface of the tire. 13 Corresponding to the position of the tread portion 11, fixedly arranged on the inner surface of the tire 13 along the entire circumference by adhesive. The adhesive material can be viscose, double-sided adhesive (chloroprene rubber and organic solvent combination, acrylic is acceptable), and the adhesive material environment The allowable temperature is minus 40°C~190°C to maintain the stability of the sound-absorbing material 30 and the adhesive to avoid damage and deterioration; and the sound-absorbing material 30 is provided with a channel 35 penetrating through the through surface 33. The channel 35 is narrow and the channel 35 And it communicates with the air chamber 31 and faces the center direction of the tire 10; therefore, the sound absorbing material 30 is fixed to the tire inner surface 32 in the tire cavity 15 along the entire circumference by the bonding surface 32 by adhesive means, and the position corresponds to the tread portion 11.

Therefore, the present invention utilizes the sound absorbing material 30 with the air chamber 31 to be combined with the tire cavity 15. When the tire 10 is running on the road, the sound waves excited in the tire cavity 15 will enter the air chamber 31 through the narrow channel 35 Therefore, it is concentratedly surrounded and absorbed by the porous material tissue of the surrounding sound-absorbing material 30 itself, which produces energy cancellation and attenuation, and provides a better effect of reducing the resonance sound of the tire cavity 15.

As shown in the fourth figure, it is another embodiment. The noise-reducing structure 201 can be composed of several segmented sound-absorbing materials 301, and the bonding surface 32 of the sound-absorbing materials 301 is fixed in the tire by adhesive means. On the surface 13, each sound absorbing material 301 can be installed at an interval of 10 to 30 degrees. The segmented sound absorbing material can effectively further reduce the weight and cost.

As shown in the fifth to sixth figures, it is another embodiment. The noise reduction structure 20 is also a full-circle sound-absorbing material 30. The sound-absorbing material 30 occupies 21 to 90% of the volume of the tire cavity 15 and has a thickness of 4 ~230mm, corresponding to the transverse width of the tread portion 11 is about 3-95%; and the sound-absorbing material 30 forms an air chamber 31 with a through hole 36 along its longitudinal direction, and the bonding surface 32 of the sound-absorbing material 30 is bonded by adhesive means Fixed on the inner surface of the tire 13, this embodiment can effectively strengthen the structural strength of the sound absorbing material 30.

As shown in Figure 7, it is another embodiment. The noise reduction structure 201 can be composed of several segmented sound-absorbing materials 301, and the bonding surface 32 of the sound-absorbing materials 301 is fixed in the tire by bonding means. On the surface 13, each sound absorbing material 301 can be installed at an interval of 10 to 30 degrees. The segmented sound absorbing material can effectively further reduce the weight and cost.

Based on the above, the whole disclosed by the present invention has real industrial applicability and innovative benefits, and its composition has not been seen in books and periodicals or publicly used. It is in compliance with the requirements of invention patent application. I sincerely ask Jun Bureau to approve the patent as soon as possible. .

For those who need to be clarified, the above are the specific embodiments of the present invention and the technical principles used. If the concept of the present invention is changed, the resulting functional effects are still not beyond the scope of the specification and drawings. In spirit, they should all fall within the scope of the present invention and should be stated.

(10)‧‧‧Tire

(11) ‧ ‧ fetal face

(12)‧‧‧Sidewall

(13)‧‧‧Tire inner surface

(15)‧‧‧Tire cavity

(20)‧‧‧Noise reduction structure

(30)‧‧‧Sound-absorbing material

(31)‧‧‧Air Chamber

(32)‧‧‧Fitting surface

(33)‧‧‧Through-through surface

(35)‧‧‧Channel

Claims (9)

A tire noise reduction device, wherein a tire outer peripheral surface is provided with a tread portion, the tire inner surface is a tire inner surface, the space surrounded by the tire inner surface is a tire cavity, and the tire cavity corresponds to the tread portion The inner surface of the tire is provided with a noise-reducing structure, which is characterized in that: the noise-reducing structure is provided with at least one sound-absorbing material on the inner surface of the tire, and the sound-absorbing material forms a hollow through-channel-shaped air chamber along the tire circumferential direction. The sound-absorbing material further includes a fitting surface and a through surface corresponding to the opposite position. The fitting surface is fixed to the inner surface of the tire corresponding to the tread portion, and the sound-absorbing material penetrates the through surface through a channel, and the channel is Narrow channel shape, the channel communicates with the air chamber and faces the center of the tire. The sound-absorbing material occupies 21~90% of the tire cavity volume. The sound-absorbing material with the air chamber can effectively absorb noise and reduce Resonant sound of tire cavity. The tire noise reduction device according to item 1 of the scope of patent application, wherein the sound absorbing material of the noise reduction structure is in the shape of a segmented bar, which is adhered and fixed to the inner surface of the tire along the entire circumference of the tire. According to the second item of the scope of patent application, the tire noise reduction device, wherein the segmented bar-shaped sound-absorbing material is adhered and fixed to the inner surface of the tire at positions 10 to 30 degrees apart along the entire circumference of the tire. According to the tire noise reduction device of the first item of the scope of patent application, the thickness of the sound absorbing material of the noise reduction structure is 4~230mm, and the transverse width of the corresponding tread portion is about 3~95%. The tire noise reduction device according to item 1 of the scope of patent application, wherein the air chamber of the sound absorbing material can be filled with solid substances. The tire noise reduction device according to item 1 of the scope of patent application, wherein the air chamber of the sound absorbing material can be filled with inert gas. The tire noise reduction device according to the first item of the scope of patent application, wherein the air chamber of the sound-absorbing material can be filled with a semi-viscous replenishing liquid. According to the tire noise reduction device according to the first item of the scope of patent application, the bonding surface of the sound-absorbing material is fixed to the inner surface of the tire in an adhesive manner, and the adhesive material can be viscose or double-sided tape. The tire noise reduction device according to the first item of the scope of patent application, wherein the channel of the sound absorbing material is narrow.

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