CN115593157A - Tire noise reduction system and vehicle - Google Patents

Abstract

The invention discloses a tire noise reduction system and a vehicle, wherein a tire comprises a rim, and the tire noise reduction system comprises a silencer, a signal collector and a controller; the silencer is arranged on the peripheral surface of the rim and is detachably and fixedly connected with the rim, a cavity is formed in the silencer, and the volume of the cavity is adjustable; the signal collector is arranged on the outer peripheral surface of the rim. The signal collector and the silencer are respectively connected with the controller. The signal collector is used for collecting noise frequency spectrum information in the tire cavity in real time and sending the noise frequency spectrum information to the controller; the controller is used for receiving the noise spectrum information, determining the noise peak frequency according to the noise spectrum information, and controlling the silencer to adjust the volume of the cavity according to the noise peak frequency, so that the silencing frequency of the silencer is adjusted to be consistent with the noise peak frequency, the purpose of active noise reduction is achieved, the noise reduction effect of tires is improved, and the comfort of drivers and passengers during driving or riding is improved.

Description

Tire noise reduction system and vehicle

Technical Field

The invention belongs to the field of automobiles, and particularly relates to a tire noise reduction system and a vehicle.

Background

With the increase of consumption level, vehicles are gradually used as main transportation tools, and more people pay attention to the comfort and intelligence of the vehicles. Tire noise caused by a road surface and tires in the driving process of a vehicle becomes an important development subject influencing the comfort of the vehicle at present, and particularly, the tire noise problem of an electric vehicle is particularly prominent as the number of new energy vehicles is increased and the masking effect of a traditional engine is lacked.

The generation mechanism of the tire cavity noise is a tire cavity mode resonance phenomenon caused by uneven excitation of a road surface or unbalanced excitation of a tire, and the cavity mode of the tire is a key factor for inducing the cavity noise. From empirical formulas for calculating the cavity mode of a tire without deformation, the cavity mode of the tire is related to the size of the tire and the speed of sound in the tire. During actual running, the tire is influenced by the weight and speed of the vehicle, the size and shape of the sound cavity of the tire also change at any time, and the speed of sound in the tire also changes continuously under the influence of the air density and temperature in the tire, namely, the frequency value of the cavity mode of the tire is not a constant value but changes continuously during the actual running process, namely, the peak value of the cavity noise of the tire also moves continuously. And it is currently mainly to reduce the cavity noise of a tire by installing a noise reducing device in the tire. According to the helmholtz resonance theory, the conventional device or structure for reducing the tire resonance noise has a fixed shape, the frequency of the inner cavity is fixed, and the frequency of the tire cavity mode is continuously changed, so that the noise reduction effect of the conventional noise reduction mode is poor.

Disclosure of Invention

The invention aims to solve the problem of tire cavity noise in the running process of a vehicle in the prior art. The invention provides a tire noise reduction system, which can make the noise elimination frequency of a silencer coincide with the noise frequency of a tire cavity in real time by changing the volume of the silencer in a tire so as to achieve the purpose of noise reduction.

In order to solve the technical problem, the embodiment of the invention discloses a tire noise reduction system, wherein a tire comprises a rim, and the tire noise reduction system comprises a silencer, a signal collector and a controller; the silencer is arranged on the outer peripheral surface of the rim and is detachably and fixedly connected with the rim, a cavity is formed inside the silencer, and the volume of the cavity is adjustable; the signal collector is arranged on the peripheral surface of the rim; moreover, the signal collector and the silencer are respectively connected with the controller; the signal collector is used for collecting noise spectrum information in the tire cavity in real time and sending the noise spectrum information to the controller; the controller is used for receiving the noise spectrum information, determining the noise peak frequency according to the noise spectrum information, and controlling the silencer to adjust the volume of the cavity according to the noise peak frequency so that the silencing frequency of the silencer is consistent with the noise peak frequency.

Adopt above-mentioned technical scheme, the silencer setting can dismantle fixed connection on the outer peripheral face of rim and with the rim, and signal collector sets up on the outer peripheral face of rim. The signal collector collects noise spectrum information inside the tire cavity in real time and sends the noise spectrum information to the controller, the controller receives the noise spectrum information, the noise peak frequency is determined according to the noise spectrum information, and the silencer is controlled according to the noise peak frequency to adjust the volume of the cavity, so that the silencing frequency of the silencer is always consistent with the noise peak frequency, the purpose of active noise reduction is achieved, and the noise reduction effect of the tire is improved.

According to another embodiment of the present invention, a tire noise reduction system is disclosed, wherein the tire noise reduction system includes a plurality of noise dampers, and the noise dampers are disposed on an outer circumferential surface of a rim at regular intervals.

By adopting the technical scheme, the noise reduction effect of the tire noise reduction system on the noise of the tire cavity can be improved by arranging the plurality of silencers. And a plurality of silencers are arranged on the peripheral surface of the rim at even intervals, so that the dynamic balance of the tire can be ensured.

According to another specific embodiment of the present invention, the noise reduction system for a tire disclosed in the embodiment of the present invention, the muffler includes a housing having a hollow interior, and a height adjustment device disposed in the housing, the height adjustment device being connected to the controller; and the height adjusting device adjusts the height of the surface of the shell away from the rim relative to the outer peripheral surface of the rim according to the noise peak frequency so as to adjust the volume of the cavity of the silencer, so that the silencing frequency of the silencer is consistent with the noise peak frequency.

By adopting the technical scheme, the height of the surface, far away from the rim, of the shell relative to the outer peripheral surface of the rim is adjusted by the height adjusting device according to the noise peak frequency so as to adjust the volume of the cavity of the silencer, so that the silencing frequency of the silencer is consistent with the noise peak frequency, the purpose of active noise reduction is achieved, and the noise reduction effect of the tire is improved.

According to another specific embodiment of the present invention, a tire noise reduction system is disclosed, wherein the housing comprises an upper wall, a lower wall, four elastic sidewalls; wherein the upper wall, the lower wall and the four elastic side walls are sequentially connected to form a sealed cavity; a plurality of through holes are formed in the upper wall; the lower wall is arranged on the peripheral surface of the rim and is detachably and fixedly connected with the rim; one end of the height adjusting device is connected with the upper wall, and the other end of the height adjusting device is connected with the lower wall.

By adopting the technical scheme, the sound wave of the tire cavity noise enters the silencer through the through hole, the air in the cavity of the silencer vibrates along with the sound wave to a certain degree, when the frequency of the noise sound wave is close to the natural frequency of the silencer, namely the silencing frequency, the air column in the through hole generates strong vibration, and in the vibration process, the sound energy is consumed due to the fact that the friction resistance is overcome, so that the purpose of reducing the noise of the tire cavity can be achieved. Height adjusting device's one end and upper wall are connected, and the other end is connected with the lower wall, and height adjusting device adjusts the height that the upper wall is relative to the lower wall according to noise peak frequency to compression or tensile four elasticity lateral walls make the volume change of silencer, set up the height adjusting device that is more convenient for like this and drive the upper wall and move and adjust the height of upper wall and lower wall.

According to another embodiment of the present invention, the tire noise reduction system is disclosed in the embodiment of the present invention, the height adjustment device is disposed at a central position in the housing, and one end of the height adjustment device is connected to the center of the upper wall, and the other end is connected to the center of the lower wall.

By adopting the technical scheme, the height adjusting device is arranged at the central position in the shell, one end of the height adjusting device is connected with the center of the upper wall, and the other end of the height adjusting device is connected with the center of the lower wall. The height adjusting device can drive the upper wall to move more easily and more laborsavingly, so that the height adjusting device is more energy-saving, and the effect of adjusting the heights of the upper wall and the lower wall is better.

In accordance with another embodiment of the present invention, a tire noise reduction system is disclosed wherein the resilient sidewalls are in the shape of a bellows.

By adopting the technical scheme, the elastic side wall is in the shape of a corrugated pipe, and the structure is simple and convenient to manufacture.

According to another specific embodiment of the present invention, the noise reduction system for a tire, disclosed in the present invention, further includes a sound absorbing portion disposed on a side of the upper wall close to the cavity and a side of the lower wall close to the cavity.

By adopting the technical scheme, the sound absorption parts are arranged on one side of the upper wall close to the cavity and one side of the lower wall close to the cavity, so that the noise energy in the tire can be further consumed, and the noise in the tire can be further reduced.

According to another embodiment of the present invention, a tire noise reduction system is disclosed, wherein the sound absorbing portion is a honeycomb sound absorbing structure.

By adopting the technical scheme, the air layer is divided into a plurality of subspaces by the honeycomb sound absorption structure, on one hand, sound waves or air flow entering the honeycomb sound absorption structure can repeatedly move in the space to dissipate the sound, so that the noise inside the tire is reduced, on the other hand, the rigidity of the upper wall and the lower wall is also increased, thereby the rigidity of the whole silencer is increased, and the reliability of the silencer is enhanced.

According to another embodiment of the present invention, a tire noise reduction system is disclosed, wherein the height adjustment device is a nut and screw device.

By adopting the technical scheme, the nut and screw are simple in structure, simple to process and convenient to operate.

Embodiments of the present invention also disclose a vehicle comprising a tire, the vehicle further comprising a tire noise reduction system as in any of the above embodiments.

The beneficial effects of the invention are:

the invention provides a tire noise reduction system, wherein a silencer is arranged on the outer peripheral surface of a rim and is detachably and fixedly connected with the rim, and a signal collector is arranged on the outer peripheral surface of the rim. The signal collector collects noise spectrum information inside the tire cavity in real time and sends the noise spectrum information to the controller, the controller receives the noise spectrum information, the noise peak frequency is determined according to the noise spectrum information, and the silencer is controlled according to the noise peak frequency to adjust the volume of the cavity, so that the silencing frequency of the silencer is always consistent with the noise peak frequency, the purpose of active noise reduction is achieved, and the noise reduction effect of the tire is improved. Therefore, the comfort of the driver and passengers in driving or taking a car can be improved in the driving process of the vehicle.

Drawings

FIG. 1 is a schematic diagram of a frame configuration of a tire noise reduction system according to an embodiment of the present invention;

FIG. 2 is a schematic view of the Helmholtz resonator cavity of a muffler of a tire noise reduction system in accordance with an embodiment of the present invention;

FIG. 3 is a schematic view of a tire noise reduction system incorporating multiple mufflers in accordance with an embodiment of the present invention;

FIG. 4 is a schematic diagram of a muffler of a tire noise reduction system according to an embodiment of the present invention;

FIG. 5 is a schematic frame diagram of one embodiment of a tire noise reduction system according to an embodiment of the present invention;

FIG. 6 is a schematic view of a height adjustment device of a tire noise reduction system according to an embodiment of the present invention;

FIG. 7 is a schematic view of the upper wall of a muffler of a tire noise reduction system in accordance with an embodiment of the present invention;

fig. 8 is a schematic structural diagram of the lower wall of the muffler of the tire noise reduction system according to the embodiment of the present invention.

Description of reference numerals:

100: a rim;

200: a muffler;

210: a housing;

211: an upper wall; 212: a lower wall; 213: a resilient side wall; 214: a through hole;

220: a height adjustment device;

221: a nut; 222: a screw;

230: a sound absorbing portion;

300: a signal collector;

400: and a controller.

Detailed Description

The following description of the embodiments of the present invention is provided for illustrative purposes, and other advantages and effects of the present invention will become apparent to those skilled in the art from the present disclosure. While the invention will be described in conjunction with the preferred embodiments, it is not intended that features of the invention be limited to these embodiments. On the contrary, the invention is described in connection with the embodiments with the purpose of covering alternatives or modifications that may be + extendable from the claims of the invention. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The invention may be practiced without these particulars. Moreover, some of the specific details have been left out of the description in order to avoid obscuring or obscuring the focus of the present invention. It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.

It should be noted that in this specification, like reference numerals and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.

In the description of the present embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings or orientations or positional relationships that are conventionally placed when the products of the present invention are used, and are only used for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the devices or elements indicated must have specific orientations, be configured in specific orientations, and operate, and thus, should not be construed as limiting the present invention.

The terms "first," "second," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.

In the description of the present embodiment, it should be further noted that, unless explicitly stated or limited otherwise, the terms "disposed," "connected," and "connected" are to be interpreted broadly, e.g., as a fixed connection, a detachable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present embodiment can be understood in specific cases by those of ordinary skill in the art.

In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Example 1

In order to solve the problem of tire cavity noise caused by a vehicle in a running process, the embodiment of the invention provides a tire noise reduction system, wherein a tire comprises a rim 100, as shown in fig. 1-8, the tire noise reduction system comprises a silencer 200, a signal collector 300 and a controller 400; the silencer 200 is arranged on the outer peripheral surface of the rim 100 and is detachably and fixedly connected with the rim 100, the silencer 200 is a cavity, and the volume of the cavity is adjustable; the signal collector 300 is provided on the outer circumferential surface of the rim 100.

In a specific embodiment, the noise damper 200 is disposed inside the tire cavity and detachably and fixedly connected to the rim 100, and the detachable and fixed connection manner includes a screw connection, a bolt connection, a strap connection, and the like, which is not particularly limited in this embodiment. The signal collector 300 may be a noise sensor, and is disposed inside the tire cavity and fixedly connected to the outer circumferential surface of the rim 100, where the fixed connection may be a connection manner such as bonding or screw connection.

As shown in fig. 1, the signal collector 300 and the muffler 200 are respectively connected to a controller 400; the signal collector 300 is configured to collect noise spectrum information inside the tire cavity in real time, and send the noise spectrum information to the controller 400; the controller 400 is configured to receive the noise spectrum information, determine a noise peak frequency according to the noise spectrum information, and control the muffler 200 to adjust the volume of the cavity according to the noise peak frequency, so that the muffling frequency of the muffler 200 is consistent with the noise peak frequency. The sound attenuation frequency of the muffler 200 corresponds to the natural frequency of the muffler 200.

When a vehicle runs, due to the fact that the tire is different in running conditions and states, the volume of a tire cavity changes in real time or the density or temperature of air in the cavity changes in real time, and therefore the noise frequency spectrum in the tire cavity changes in real time, and the noise peak frequency in the noise frequency spectrum in the tire cavity changes in real time.

In the present embodiment, the noise spectrum inside the tire cavity changes in real time, and the signal collector 300 collects noise spectrum information inside the tire cavity in real time and sends the noise spectrum information to the controller 400; the controller 400 receives the noise spectrum information and determines the noise peak frequency based on the noise spectrum information. Generally, the noise peak frequency in the noise spectrum inside the tire cavity varies between 180-230 Hz.

It should be noted that in the present embodiment, the sound absorption principle of the muffler 200 is derived from the sound absorption principle of the helmholtz resonator, as shown in fig. 2, the helmholtz resonator generally includes an internal cavity and an open pipe connecting the internal cavity, and the fixed frequency of the helmholtz resonator can be derived from the helmholtz resonance theory, and the specific calculation formula is as follows:

wherein f is the fixed frequency of the helmholtz resonator, i.e., the fixed frequency of the internal cavity of the muffler 200; c is the speed of sound; v is the volume of the helmholtz resonator, i.e. the volume of the internal cavity of the muffler 200; l is the length of the open pipe, and A is the cross-sectional area of the open pipe.

As is apparent from the above equation, since the sound attenuation frequency, which is the natural frequency of the internal cavity of the muffler 200, is related to the volume of the muffler 200, the length of the open pipe, the cross-sectional area of the opening of the open pipe, and the like, the sound attenuation frequency of the internal cavity of the muffler 200 can be adjusted by adjusting any one or several of the volume of the internal cavity of the muffler 200, the length of the open pipe, the cross-sectional area of the opening of the open pipe, and the like. In the present embodiment, the controller 400 controls the muffler 200 to adjust the volume of the cavity according to the peak noise frequency, so as to adjust the muffling frequency of the cavity inside the muffler 200, so that the muffling frequency of the muffler 200 is consistent with the peak noise frequency, thereby achieving the purpose of reducing the noise of the cavity inside the tire.

It should be noted that the principle of sound absorption of the muffler 200 in the tire internal cavity, i.e., the helmholtz resonance principle, is specifically as follows: the muffler 200 is generally composed of an internal cavity and an open pipe, and when the vehicle tire moves, air in and near the open pipe vibrates with noise sound waves, and the air in the cavity of the muffler 200 vibrates with the sound waves to some extent, so that the air vibrates and rubs on the wall surface of the open pipe, which causes acoustic energy loss. When the peak frequency of the noise sound wave in the tire cavity approaches the natural frequency of the muffler 200, the air column inside the open pipe can generate strong vibration, and the muffler 200 can absorb the noise of the tire cavity to the maximum extent by dissipating the sound energy by overcoming the frictional resistance during the vibration process. Conversely, when the peak frequency of the noise sound wave in the tire cavity is far from the natural frequency of the muffler 200, the vibration of the air column in the open pipe is weak, and the muffler 200 has little effect of absorbing the tire cavity noise. Therefore, the magnitude of the sound absorption of the tire cavity by the muffler 200 varies with the variation of the difference between the peak frequency of the noise sound wave in the tire cavity and the natural frequency of the muffler 200, and the noise absorption effect of the muffler 200 on the noise in the tire cavity is optimized when the difference between the frequency of the noise sound wave in the tire cavity and the natural frequency of the muffler 200 is zero, that is, the frequency of the noise sound wave in the tire cavity coincides with the natural frequency of the muffler 200, that is, the resonance frequency occurs in the tire cavity and in the muffler 200.

In the present embodiment, the muffler 200 adaptively adjusts the volume of the internal cavity of the muffler 200 according to the variation of the peak frequency of the air noise of the tire in the running process of the vehicle within a certain range, instead of the transient variation of the vehicle speed, so as to improve the reliability of the tire noise reduction system. The signal collector 300 of the tire noise reduction system collects noise spectrum information inside a tire cavity in real time under the current state, so that the signal collector 300 can be directly installed without independently designing, producing and calibrating the signal collector 300. The controller 400 may be a computer Control Unit (ECU) and, like a general computer, is composed of a microprocessor, a memory, an input/output interface, an analog-to-digital converter, and a large-scale integrated circuit such as a shaping circuit and a driving circuit.

By adopting the technical scheme, the silencer 200 is arranged on the outer peripheral surface of the rim 100 and is detachably and fixedly connected with the rim 100, the signal collector 300 is arranged on the outer peripheral surface of the rim 100, and the signal collector 300 collects noise spectrum information in a tire cavity in real time and sends the noise spectrum information to the controller 400; the controller 400 receives the noise spectrum information, determines the noise peak frequency according to the noise spectrum information, and controls the muffler 200 to adjust the volume of the cavity according to the noise peak frequency, so as to adjust the muffling frequency of the muffler 200, ensure that the muffling frequency of the muffler 200 is always consistent with the noise peak frequency, and ensure that the muffler 200 can always achieve the best absorption effect on the noise in the tire cavity. Therefore, the purpose of active noise reduction is achieved, and the noise reduction effect of the tire cavity is improved.

As shown in fig. 3, in one embodiment, the tire noise reduction system includes a plurality of noise dampers 200, and the plurality of noise dampers 200 are disposed on the outer circumferential surface of the rim 100 at regular intervals.

The number of the mufflers 200 may be two, three, four or even more, and a person skilled in the art may select and set the number of the mufflers 200 according to actual needs, which is not specifically limited in this embodiment. In addition, the number of the sound absorbers 200 may be one, but mass compensation blocks having the same mass as the sound absorbers 200 need to be installed at symmetrical positions of the sound absorbers 200 with respect to the midpoint of the rim 100 to ensure dynamic balance of the tire.

By adopting the technical scheme, the noise reduction effect of the tire noise reduction system on the noise of the tire cavity can be improved by arranging the plurality of silencers 200, and the plurality of silencers 200 are uniformly arranged on the outer peripheral surface of the rim 100 at intervals, so that the dynamic balance of the tire can be ensured.

As shown in fig. 3 to 5, in one embodiment, the muffler 200 includes a housing 210 having a hollow interior, and a height adjustment device 220 disposed in the housing 210, wherein the height adjustment device 220 is connected to a controller 400; and the height adjusting means 220 adjusts the height of the surface of the housing 210 away from the rim 100 with respect to the outer circumferential surface of the rim 100 in accordance with the noise peak frequency to adjust the volume of the cavity of the muffler 200 to adjust the sound attenuation frequency of the muffler 200 so that the sound attenuation frequency of the muffler 200 coincides with the noise peak frequency.

In particular embodiments, the height adjustment device 220 may be a nut and screw device, a rack and pinion device, a hydraulic cylinder device, or a worm gear device, which may be selected by one skilled in the art according to actual needs.

The height adjusting device 220 adjusts the height of the surface of the housing 210 away from the rim 100 relative to the outer circumferential surface of the rim 100 in a self-adaptive manner according to the variation of the peak frequency of the air noise of the tire within a certain range during the running of the vehicle, instead of the transient variation of the vehicle speed. Here, the height of the surface of the housing 210 away from the rim 100 with respect to the outer circumferential surface of the rim 100 refers to the minimum distance of the surface of the housing 210 away from the rim 100 with respect to the outer circumferential surface of the rim 100.

By adopting the technical scheme, the height of the surface, far away from the rim 100, of the shell 210 relative to the outer peripheral surface of the rim 100 is adjusted by the height adjusting device 220 according to the noise peak frequency, so that the volume of the cavity of the silencer 200 is adjusted, the silencing frequency of the silencer 200 is adjusted to be consistent with the noise peak frequency, the purpose of active noise reduction is achieved, and the noise reduction effect of the tire is improved.

As shown in fig. 3 and 4, in one embodiment, the housing 210 includes an upper wall 211, a lower wall 212, and four elastic sidewalls 213 (two of the elastic sidewalls 213 are not shown in fig. 3). Wherein, the upper wall 211, the lower wall 212 and the four elastic side walls 213 are connected in sequence to form a sealed cavity; a plurality of through holes 214 are formed in the upper wall 211; the lower wall 212 is arranged on the outer circumferential surface of the rim 100 and is detachably and fixedly connected with the rim 100; the height adjusting means 220 has one end connected to the upper wall 211 and the other end connected to the lower wall 212.

In the present embodiment, a plurality of open pipes coaxial with the through-holes 214 are provided at either end of the through-holes 214. The material of the upper wall 211 and the lower wall 212 may be plastic or metal, and those skilled in the art can select the best material according to the manufacturing process or cost. Preferably, the material of the lower wall 212 disposed on the outer circumferential surface of the rim 100 may be a soft material such as plastic, and thus may be directly applied to the rims 100 of tires of all sizes and models, and there is no need to make a customized design for the lower wall 212, so that mass production may be made, the wide applicability of the muffler 200 may be improved, and further, the cost may be saved. The four elastic side walls 213 may be integrally formed and hermetically connected to the upper wall 211 and the lower wall 212. The material of the elastic sidewall 213 is a material that can be compressed and has a resilient force.

It should be noted that, the sound wave of the tire cavity noise enters the muffler 200 through the through hole 214 and the open pipe, when the frequency of the sound wave is close to the natural frequency of the muffler 200, the air column inside the through hole 214 and the open pipe generates strong vibration, and in the vibration process, a large amount of sound is consumed due to overcoming the friction resistance, so that the muffler 200 has the best noise reduction effect on the tire cavity noise. In the above-described calculation formula of the natural frequency of the muffler 200, the cross-sectional area of the opening pipe opening corresponds to the total area of the plurality of through holes 214 in the upper wall 211 in the present embodiment, and the length of the opening pipe corresponds to the aperture depth of the through holes 214 in the upper wall 211 and the length of the opening pipe in the present embodiment.

By adopting the technical scheme, the sound wave of the tire cavity noise enters the silencer 200 through the through hole 214, the air in the through hole 214 and the opening pipe and the air nearby vibrate along with the sound wave of the tire cavity noise, the air in the cavity of the silencer 200 vibrates along with the sound wave to a certain degree, the air columns in the through hole 214 and nearby generate vibration and friction, and in the vibration process, the sound energy is consumed due to the fact that the friction resistance is overcome, so that the noise reduction effect is achieved. One end of the height adjusting device 220 is connected with the upper wall 211, the other end is connected with the lower wall 212, the height adjusting device 220 adjusts the movement of the upper wall 211 according to the noise peak frequency, so that the four elastic side walls 213 are compressed or stretched, the height of the upper wall 211 relative to the lower wall 212 is adjusted, the volume of the silencer 200 is changed, and the operation is simple.

In one embodiment, as shown in fig. 4 and 6, the height adjustment device 220 is centrally disposed within the housing 210, and one end of the height adjustment device 220 is connected to the center of the upper wall 211 and the other end is connected to the center of the lower wall 212.

In the present embodiment, the center of the upper wall 211 refers to the geometric center of the upper wall 211, and the center of the lower wall 212 refers to the geometric center of the lower wall 212. By adopting the technical scheme, the height adjusting device 220 can drive the upper wall 211 to move more easily and laborsavingly, so that the height adjusting device 220 is more energy-saving, and the effect of adjusting the height of the upper wall 211 relative to the lower wall 212 is better.

In one embodiment, as shown in fig. 4, the resilient sidewall 213 is shaped as a bellows, which is simple to construct and easy to manufacture. The material of the elastic sidewall 213 may be a compressible and resilient plastic elastic material.

As shown in fig. 4 and 6-8, in one embodiment, the muffler 200 further includes a sound absorbing portion 230, the sound absorbing portion 230 being disposed on a side of the upper wall 211 adjacent to the cavity and a side of the lower wall 212 adjacent to the cavity.

In the present embodiment, the sound absorption part 230 may be a sound absorption cotton, a honeycomb sound absorption structure, etc., and those skilled in the art can set the sound absorption part according to actual needs. It should be noted that the sound absorbing part 230 can also be arranged outside the muffler 200, and those skilled in the art can arrange the sound absorbing part according to actual needs. When sound absorbing part 230 such as sound absorbing cotton is provided on upper wall 211 of muffler 200, it is ensured that none of through holes 214 of upper wall 211 is covered by sound absorbing part 230.

By adopting the above technical scheme, the sound absorption part 230 is arranged to further consume the noise energy in the tire, and further reduce the noise in the tire.

In one embodiment, as shown in fig. 4 and 6-8, the sound absorbing portion 230 is a honeycomb sound absorbing structure.

In the embodiment, the honeycomb sound absorption structure is in a grid shape and is composed of structures with certain thickness and quantity similar to honeycomb holes, the material can be metal materials such as aluminum alloy and the like or resin materials, and the best engineering material can be selected according to the manufacturing process or the cost. This can increase the rigidity of the upper and lower walls 211 and 212, thereby increasing the rigidity of the entire muffler 200 and enhancing reliability. When the muffler 200 includes the sound absorbing part 230 and the sound absorbing part 230 is a honeycomb sound absorbing structure, an opening pipe does not need to be additionally provided, and in the above calculation formula of the natural frequency of the muffler, the length of the opening pipe corresponds to the sum of the aperture depth of the through holes 214 of the upper wall 211 and the thickness of the honeycomb sound absorbing structure of the upper wall 211 in the present embodiment.

It should be noted that, sound-absorbing cotton may be disposed inside the small mesh of the honeycomb sound-absorbing structure, so that the transmission energy of noise inside the cavity can be further reduced, and thus the tire noise can be further reduced.

In one embodiment, as shown in FIG. 6, the height adjustment device 220 is a nut and screw device.

In the present embodiment, as shown in fig. 6, the nut-screw device includes a nut 221, a screw 222 threaded with the nut 221, and a driving motor (not shown), wherein the top end of the nut 221 is fixedly connected to the upper wall 211. The fixing connection manner may be welding, bonding, or screw connection, and this embodiment is not particularly limited thereto. The driving motor is electrically connected to the screw 222 and the controller 400, and the driving motor is used for controlling the screw 222 to rotate clockwise or counterclockwise. When the muffling frequency of the muffler 200 is not consistent with the noise peak frequency, the height of the muffler 200 needs to be adjusted, and the controller 400 enables the driving motor to control the screw 222 to rotate clockwise or counterclockwise along the central axis thereof according to the noise peak frequency, and further drives the nut 221 and the upper wall 211 of the muffler 200 to move through threads, so that the nut 221 and the upper wall 211 of the muffler 200 are close to or far away from the lower wall 212 of the muffler 200, thereby achieving the height adjustment of the muffler 200, further achieving the volume adjustment of the muffler 200, and further enabling the muffling frequency of the muffler 200 to be consistent with the noise peak frequency.

Example 2

Embodiments of the present invention provide a vehicle comprising a tire, the vehicle further comprising a tire noise reduction system provided by the present invention.

The invention provides a tire noise reduction system, wherein a silencer 200 is arranged on the outer peripheral surface of a rim 100 and is detachably and fixedly connected with the rim 100, and a signal collector 300 is arranged on the outer peripheral surface of the rim 100. The signal collector 300 collects noise spectrum information inside a tire cavity in real time and sends the noise spectrum information to the controller 400, the controller 400 receives the noise spectrum information, determines noise peak frequency according to the noise spectrum information, and controls the silencer 200 to adjust the volume of the cavity according to the noise peak frequency, so that the silencing frequency of the silencer 200 is always consistent with the noise peak frequency, the purpose of active noise reduction is achieved, and the noise reduction effect of the tire is improved. Therefore, the comfort of the driver and passengers in driving or taking a car can be improved in the driving process of the vehicle.

While the invention has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that the foregoing is a more detailed description of the invention, taken in conjunction with the specific embodiments thereof, and that no limitation of the invention is intended thereby. Various changes in form and detail, including simple deductions or substitutions, may be made by those skilled in the art without departing from the spirit and scope of the invention.

Claims (10)

1. A tire noise reduction system, the tire includes the wheel rim, characterized by, the said tire noise reduction system includes muffler, signal collector and controller; wherein

The silencer is arranged on the outer peripheral surface of the rim and is detachably and fixedly connected with the rim, a cavity is formed in the silencer, and the volume of the cavity is adjustable; the signal collector is arranged on the outer peripheral surface of the rim; and is

The signal collector and the silencer are respectively connected with the controller; and is

The signal collector is used for collecting noise spectrum information in the tire cavity in real time and sending the noise spectrum information to the controller;

the controller is used for receiving the noise spectrum information, determining the noise peak frequency according to the noise spectrum information, and controlling the silencer to adjust the volume of the cavity according to the noise peak frequency so as to enable the silencing frequency of the silencer to be consistent with the noise peak frequency.

2. The tire noise reduction system of claim 1, comprising a plurality of the noise dampers, the plurality of noise dampers being evenly spaced on the outer circumferential surface of the rim.

3. The tire noise reduction system of claim 2, wherein the noise damper includes a housing having a hollow interior, and a height adjustment device disposed within the housing, the height adjustment device being connected to the controller; and is provided with

The height adjusting device is used for adjusting the height of the surface of the shell away from the rim relative to the outer peripheral surface of the rim according to the noise peak frequency so as to adjust the volume of the cavity of the silencer, and the silencing frequency of the silencer is consistent with the noise peak frequency.

4. The tire noise reduction system of claim 3, wherein the housing includes an upper wall, a lower wall, four resilient sidewalls; wherein

The upper wall, the lower wall and the four elastic side walls are sequentially connected to form the sealed cavity;

a plurality of through holes are formed in the upper wall;

the lower wall is arranged on the outer peripheral surface of the rim and is detachably and fixedly connected with the rim;

one end of the height adjusting device is connected with the upper wall, and the other end of the height adjusting device is connected with the lower wall.

5. The tire noise reduction system of claim 4, wherein the height adjustment device is centrally disposed within the housing, the one end of the height adjustment device being connected to a center of the upper wall and the other end being connected to a center of the lower wall.

6. The tire noise reduction system of claim 5, wherein the resilient sidewall is in the shape of a bellows.

7. The tire noise reduction system of claim 6, wherein the noise damper further comprises a sound absorbing portion disposed on a side of the upper wall adjacent the cavity and a side of the lower wall adjacent the cavity.

8. The tire noise reduction system of claim 7, wherein the sound absorbing portion is a honeycomb sound absorbing structure.

9. The tire noise reduction system of any of claims 3-8, wherein the height adjustment device is a nut and screw device.

10. A vehicle comprising a tire, wherein the vehicle further comprises a tire noise reduction system as in any one of claims 1-9.

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