CN112976959B - Pneumatic tire broadband noise suppression structure - Google Patents
Pneumatic tire broadband noise suppression structure Download PDFInfo
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- CN112976959B CN112976959B CN202110508487.4A CN202110508487A CN112976959B CN 112976959 B CN112976959 B CN 112976959B CN 202110508487 A CN202110508487 A CN 202110508487A CN 112976959 B CN112976959 B CN 112976959B
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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
- 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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Abstract
The invention discloses a broadband noise suppression structure of a pneumatic tire, which is characterized in that: arranging a plurality of resonator assemblies in an annular tire cavity formed by a tire and a rim, wherein the resonator assemblies are arranged on the surface of the rim; each resonator combination comprises a single-cavity resonator and a double-cavity resonator which are Helmholtz resonators; the single-cavity resonator is composed of a resonator cavity and a communicating hole, and the communicating hole communicates the tire cavity with the resonator cavity; the dual cavity resonator includes two resonator cavities and two communication holes, one of which communicates the tire cavity with the corresponding resonator and the other of which communicates the two resonator cavities. According to the invention, the Helmholtz resonators are combined in series and in parallel, so that the secondary peak generated by the single-frequency Helmholtz resonator is further reduced, the resonance noise of the tire cavity is reduced in a wider frequency range, and a good noise reduction effect is achieved.
Description
Technical Field
The present invention relates to a broadband noise suppressing structure for a pneumatic tire, and more particularly to a helmholtz resonator assembly structure applied to a rim of a pneumatic tire for reducing tire noise.
Background
During running of an automobile, air column resonance generated in a tire air chamber formed between a tire and a rim becomes a factor of load noise of the automobile. The air column resonance is a resonance phenomenon that random excitation input transmitted from a road surface to a tire tread during running vibrates air in a tire air chamber and occurs in the vicinity of a resonance frequency of the tire air chamber. Under the action of resonance, air column resonance noise is generated in the tire air chamber, transmitted to the vehicle body via the suspension, and sensed in the vehicle in the form of load noise. The peak frequency of cavity resonance is related to the size of the tire cavity, and a clear and sharp resonance peak exists generally between 150 Hz and 250Hz, so that unpleasant feelings are brought to passengers in the vehicle.
For the resonance noise of the inner cavity of the tire, the main current solution is to add a sound absorbing material in the cavity, and the helmholtz resonator is also applied to the helmholtz resonator, and is arranged on the outer circumferential surface of the rim to play a role in noise reduction. However, the problems of the related art are: the resonance frequency of the Helmholtz resonator is single frequency, the frequency band for silencing is narrow, and after the Helmholtz resonator with single frequency is used, a secondary peak is generated around the resonance frequency, so that the silencing performance can not meet the requirement.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provides a broadband noise suppression structure of a pneumatic tire, which utilizes the series-parallel combination of Helmholtz resonators to better reduce the resonance noise of the inner cavity of the tire and realize a more broadband noise reduction effect.
The invention adopts the following technical scheme for solving the technical problems:
the invention relates to a broadband noise suppression structure of a pneumatic tire, which is characterized in that:
arranging a plurality of resonator assemblies in an annular tire cavity formed by a tire and a rim, wherein the resonator assemblies are arranged on the surface of the rim; each resonator combination comprises a single-cavity resonator and a double-cavity resonator which are Helmholtz resonators;
the single-cavity resonator is composed of a resonator cavity and a communication hole, and the communication hole is used for communicating the tire cavity with the resonator cavity;
the dual cavity resonator includes two resonator cavities and two communication holes, wherein one communication hole communicates the tire cavity with the corresponding resonator, and the other communication hole communicates the two resonator cavities.
The pneumatic tire broadband noise suppression structure of the present invention is also characterized in that:
each resonator combination comprises two single-cavity resonators and a double-cavity resonator;
the two single-cavity resonators are respectively a first resonator and a second resonator; the one dual-cavity resonator forms a third resonator and a fourth resonator, respectively;
setting the resonant frequencies of the first resonator and the third resonator to be the same as the resonant frequency of the tire cavity;
setting the resonant frequency of the second resonator to be 6-12Hz higher than the resonant frequency of the first resonator;
the series combination of the third resonator and the fourth resonator is provided with a sound attenuation characteristic having a resonance frequency lower than that of the first resonator.
The pneumatic tire broadband noise suppression structure of the present invention is also characterized in that:
the wheel rim is characterized in that at least two resonator assemblies are uniformly distributed on the surface of the wheel rim along the circumferential direction, each resonator assembly is an arc section with the same width, the bottom surface of each arc section is attached to the surface of the wheel rim, the arc length of each arc section is 20% -30% of the circumferential length of the wheel rim, and the width of each arc section is 20% -60% of the width of the wheel rim; the thickness of the circular arc section is 7-12mm, and the thickness of the circular arc section refers to the dimension along the radial direction of the rim;
in the circular arc section, a first resonator and a third resonator are arranged at two ends, and a second resonator and a fourth resonator are arranged between the first resonator and the third resonator in parallel, so that the resonator combination is equal in width along the circumferential direction.
Compared with the prior art, the invention has the beneficial effects that:
according to the invention, the Helmholtz resonators are combined in series and in parallel, so that the secondary peak generated by the single-frequency Helmholtz resonator is further reduced, the resonance noise of the tire cavity is reduced in a wider frequency range, and a good noise reduction effect is achieved.
Drawings
FIG. 1 is a schematic view of a resonator assembly of the present invention disposed on a pneumatic tire rim;
FIG. 2 is a schematic plan view of a resonator assembly of the present invention;
FIG. 3 is a schematic perspective view of a resonator assembly according to the present invention;
FIG. 4 is a schematic view of the distribution of three resonator assemblies of the present invention on a pneumatic tire rim;
FIG. 5 is a schematic illustration of the distribution of Helmholtz resonators in a comparison scheme on a rim of a pneumatic tire;
FIG. 6 is a graph of the simulation results of the comparison scheme;
FIG. 7 is a comparison graph of simulation results of the present invention and comparison schemes;
the reference numbers in the figures: 1 rim, 2 resonator assembly, 21 first resonator, 22 second resonator, 23 third resonator, 24 fourth resonator, 25 single frequency helmholtz resonator, 3 tire treads.
Detailed Description
The broadband noise suppression structure of the pneumatic tire in the embodiment is as follows:
arranging a plurality of resonator assemblies in an annular tire cavity formed by a tire and a rim, wherein the resonator assemblies are arranged on the surface of the rim; each resonator combination comprises a single-cavity resonator and a double-cavity resonator which are Helmholtz resonators; the single-cavity resonator is composed of a resonator cavity and a communication hole, and the communication hole is used for communicating the tire cavity with the resonator cavity; the double-cavity resonator comprises two resonator cavities and two communicating holes, wherein one communicating hole is used for communicating the tire cavity with the corresponding resonator, and the other communicating hole is used for communicating the two resonator cavities; each resonator assembly includes two single cavity resonators and one dual cavity resonator.
Referring to fig. 1, 2 and 3, the two single-cavity resonators in this embodiment are a first resonator 21 and a second resonator 22, respectively; one dual-cavity resonator forms the third resonator 23 and the fourth resonator 24, respectively;
the resonance frequencies of the first resonator 21 and the third resonator 23 are set to be the same as the tire cavity resonance frequency;
setting the resonance frequency of the second resonator 22 to be 6-12Hz higher than the resonance frequency of the first resonator 21;
the series combination of the third resonator 23 and the fourth resonator 24 is provided with a sound attenuation characteristic having a resonance frequency lower than that of the first resonator 21.
In a specific implementation, at least two resonator assemblies are uniformly distributed on the surface of the rim along the circumferential direction, and three resonator assemblies are uniformly distributed on the surface of the rim along the circumferential direction in fig. 4; the resonator assembly is an arc section with the same width, the bottom surface of the arc section is attached to the surface of the rim, the arc length of the arc section is 20% -30% of the circumferential length of the rim, and the width of the arc section is 20% -60% of the width of the rim; the thickness of the circular arc section is 7-12mm, and the thickness of the circular arc section refers to the dimension along the radial direction of the rim; in the circular arc section, the first resonator 21 and the third resonator 23 are arranged at both ends, and the second resonator 22 and the fourth resonator 24 are arranged in parallel between the first resonator 21 and the third resonator 23, so that the resonator assembly is equally wide in the circumferential direction.
The calculation formula of the resonance frequency f based on the helmholtz principle is as follows:
wherein:
c 0 is the sound velocity of the air chamber in the tire, and the unit is m/s; d is the diameter of the opening of the communication hole and the unit is m;
s is the cross-sectional area of the opening of the communicating hole and has a unit of m 2 (ii) a l is the length of the communicating hole and has the unit of m;
x is a correction coefficient; v is the volume of the Helmholtz resonator air chamber in m 3 ；
According to the calculation formula of the resonance frequency f, under the condition that other parameters are consistent, the smaller the volume of the Helmholtz resonant cavity is, the larger the corresponding resonance frequency is; for this reason, the lateral width of the second resonator 22 is smaller than that of the first resonator 21 in the present embodiment, so that the resonance frequency of the second resonator 22 is higher than that of the first resonator 21; fourth resonator 24 is complementary on one side of second resonator 22, and fourth resonator 24 and third resonator 23 are connected in series, so that the series connection has a lower resonance frequency than first resonator 21;
in the present embodiment shown in fig. 4, three resonator assemblies are arranged along the circumferential direction of the rim, and each resonator assembly has the same structure and has a central angle of 90 degrees. In each resonator assembly shown in fig. 2 and 3, the first resonator 21, the second resonator 22, and the third resonator 23 are all in the form of a cavity plus external via, and the fourth resonator 24 has an internal via for connecting in series with the third resonator 23. The cross-sectional shape of the communicating hole of each resonator is not limited, and is conventionally circular, square, or oval; reinforcing ribs can be arranged in the cavity of the resonator to increase the structural rigidity, and an extension structure can be arranged on the outer side edge of the resonator to be matched with the resonator; the installation mode is not limited, and a concave-convex matching structure can be arranged between the side edge of the resonator assembly and the rim to form a positioning structure, and the resonator assembly is bound by a binding band to be fixed or is connected by using an adhesive.
To verify the effectiveness of the solution according to the invention, a comparison was made between a more conventional solution, in which a single-frequency helmholtz resonator was designed only for the tire cavity resonance frequency, and a resonator assembly according to the invention, comprising two single-cavity resonators and one double-cavity resonator.
The tire cavity without the resonator was also used as a reference for better evaluation of the sound damping effect of both solutions.
Analysis and evaluation was performed for the first protocol: as shown in fig. 5, the first solution uses only helmholtz resonators 25 having the same resonance frequency as the tire cavity, fig. 5 is a schematic side view thereof on the rim, each resonator corresponding to a central angle of about 60 degrees; and applying impact load to the tire tread observation point, and calculating a sound pressure level frequency response curve at the observation point.
Fig. 6 is a result obtained by simulation with respect to the above-described first scenario and cavity reference, where a curve a in fig. 6 is a sound pressure level frequency response curve of a reference model without a helmholtz resonator, and a curve b is a sound pressure level frequency response curve of a simulation model set according to the first scenario. In fig. 6, the horizontal axis represents frequency and the vertical axis represents sound pressure amplitude.
Curve a in fig. 6 has a peak corresponding to the tire cavity resonant frequency without the resonator. After implementing the first solution, it can be seen that the amplitude of the sound pressure level at the resonant frequency of the tyre cavity is significantly reduced compared to the reference simulation results for a tyre cavity without a resonator. However, the first scheme produces two secondary peaks that correspond to sound pressure levels having amplitudes that are close to, and less than, the amplitude of the sound pressure level at the resonant frequency of the tire cavity. As can be seen from fig. 6, the tire noise is reduced as a whole by adding the helmholtz resonator designed for the resonance frequency of the tire cavity, so that the noise reduction effect is achieved, but two secondary peaks are generated.
Analysis and evaluation was performed for the second protocol: the second scheme is the scheme adopted in the embodiment of the invention, and a resonator combination is adopted, wherein the resonator combination comprises two single-cavity resonators and a double-cavity resonator; the two single-cavity resonators are respectively a first resonator 21 and a second resonator 22; one dual-cavity resonator forms the third resonator 23 and the fourth resonator 24, respectively; as shown in fig. 4, the resonator assemblies 2 are arranged 3 uniformly in the rim circumferential direction.
The results of the simulation calculations are plotted in fig. 7 with the same settings as for the first version, and for a better comparison of the two, the results for the first version and the tire cavity are also plotted in fig. 7.
As shown in fig. 7, the image of the result of the second scheme is a curve c, which has four peaks, and although the number of peaks is increased, the amplitude of the sound pressure level corresponding to the peaks is further reduced compared to the first scheme, i.e., the secondary peaks caused by the single-frequency helmholtz resonator in the first scheme are reduced, so that the sound attenuation effect is better. Meanwhile, as can be seen from fig. 7, the noise reduction effect of the second scheme is not reduced near the resonance frequency of the tire cavity, and the noise elimination frequency band of the resonator assembly adopted by the invention is wider, so that the resonator assembly has a broadband noise elimination effect.
Claims (1)
1. A broadband noise suppression structure of a pneumatic tire is characterized in that:
arranging a plurality of resonator assemblies in an annular tire cavity formed by a tire and a rim, wherein the resonator assemblies are arranged on the surface of the rim; each resonator combination comprises a single-cavity resonator and a double-cavity resonator which are Helmholtz resonators;
the single-cavity resonator is composed of a resonator cavity and a communication hole, and the communication hole is used for communicating the tire cavity with the resonator cavity;
the double-cavity resonator comprises two resonator cavities and two communicating holes, wherein one communicating hole is used for communicating the tire cavity with the corresponding resonator, and the other communicating hole is used for communicating the two resonator cavities;
each resonator combination comprises two single-cavity resonators and a double-cavity resonator;
the two single-cavity resonators are respectively a first resonator (21) and a second resonator (22); the one dual-cavity resonator forms a third resonator (23) and a fourth resonator (24), respectively;
-setting the resonance frequencies of both said first (21) and third (23) resonators to be the same as the tyre cavity resonance frequency;
-setting the lateral width of said second resonator (22) smaller than the first resonator (21) such that the resonance frequency of the second resonator (22) is 6-12Hz higher than the resonance frequency of the first resonator (21);
-providing the fourth resonator (24) on the side of the second resonator (22) as a complement, so that the series combination of the third resonator (23) and the fourth resonator (24) has a damping characteristic with a resonance frequency lower than the resonance frequency of the first resonator (21);
the wheel rim is characterized in that at least two resonator assemblies are uniformly distributed on the surface of the wheel rim along the circumferential direction, each resonator assembly is an arc section with the same width, the bottom surface of each arc section is attached to the surface of the wheel rim, the arc length of each arc section is 20% -30% of the circumferential length of the wheel rim, and the width of each arc section is 20% -60% of the width of the wheel rim; the thickness of the circular arc section is 7-12mm, and the thickness of the circular arc section refers to the dimension along the radial direction of the rim; in the circular arc section, a first resonator (21) and a third resonator (23) are arranged at two ends, and a second resonator (22) and a fourth resonator (24) are arranged between the first resonator (21) and the third resonator (23) in parallel, so that the resonator assembly is equal in width along the circumferential direction.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202110508487.4A CN112976959B (en) | 2021-05-11 | 2021-05-11 | Pneumatic tire broadband noise suppression structure |
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| CN202110508487.4A CN112976959B (en) | 2021-05-11 | 2021-05-11 | Pneumatic tire broadband noise suppression structure |
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| CN112976959A CN112976959A (en) | 2021-06-18 |
| CN112976959B true CN112976959B (en) | 2022-11-08 |
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Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2015067051A (en) * | 2013-09-27 | 2015-04-13 | 日本プラスト株式会社 | Resonator |
| CN104853933A (en) * | 2012-12-17 | 2015-08-19 | 本田技研工业株式会社 | Vehicle wheel |
| CN107405949A (en) * | 2015-03-19 | 2017-11-28 | 本田技研工业株式会社 | Wheel for vehicle |
| CN110722925A (en) * | 2018-07-17 | 2020-01-24 | 本田技研工业株式会社 | Vehicle hub |
| CN111169221A (en) * | 2019-12-24 | 2020-05-19 | 中信戴卡股份有限公司 | Wheel with sound absorption device |
| CN112567452A (en) * | 2018-08-17 | 2021-03-26 | 富士胶片株式会社 | Sound insulation structure and sound insulation unit |
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2021
- 2021-05-11 CN CN202110508487.4A patent/CN112976959B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104853933A (en) * | 2012-12-17 | 2015-08-19 | 本田技研工业株式会社 | Vehicle wheel |
| JP2015067051A (en) * | 2013-09-27 | 2015-04-13 | 日本プラスト株式会社 | Resonator |
| CN107405949A (en) * | 2015-03-19 | 2017-11-28 | 本田技研工业株式会社 | Wheel for vehicle |
| CN110722925A (en) * | 2018-07-17 | 2020-01-24 | 本田技研工业株式会社 | Vehicle hub |
| CN112567452A (en) * | 2018-08-17 | 2021-03-26 | 富士胶片株式会社 | Sound insulation structure and sound insulation unit |
| CN111169221A (en) * | 2019-12-24 | 2020-05-19 | 中信戴卡股份有限公司 | Wheel with sound absorption device |
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| CN112976959A (en) | 2021-06-18 |
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