WO2023021300A1 - Roue de véhicule - Google Patents

Roue de véhicule Download PDF

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Publication number
WO2023021300A1
WO2023021300A1 PCT/GB2022/052148 GB2022052148W WO2023021300A1 WO 2023021300 A1 WO2023021300 A1 WO 2023021300A1 GB 2022052148 W GB2022052148 W GB 2022052148W WO 2023021300 A1 WO2023021300 A1 WO 2023021300A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle wheel
reducing material
sound reducing
cellular structure
tyre
Prior art date
Application number
PCT/GB2022/052148
Other languages
English (en)
Inventor
John Fitzgerald Coakley
James MASSAGLIA
Sofia LEHMANN
Original Assignee
Carbon Air Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from GBGB2111936.7A external-priority patent/GB202111936D0/en
Priority claimed from GBGB2204743.5A external-priority patent/GB202204743D0/en
Application filed by Carbon Air Limited filed Critical Carbon Air Limited
Publication of WO2023021300A1 publication Critical patent/WO2023021300A1/fr

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Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B21/00—Rims
    • B60B21/12—Appurtenances, e.g. lining bands
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2900/00—Purpose of invention
    • B60B2900/10—Reduction of
    • B60B2900/131—Vibrations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2900/00—Purpose of invention
    • B60B2900/10—Reduction of
    • B60B2900/133—Noise

Definitions

  • the present invention relates to improvements in vehicle wheels, and most specially to a vehicle wheel comprising a rim and a tyre defining therebetween a cavity, and having a sound reducing material disposed in the cavity.
  • Road noise is a complex phenomenon.
  • the road noise experienced in the cabin of a vehicle is caused by vibration in the chassis communicated through the vehicle’s suspension from the wheel and can be considered to have two main cases: “structural” and “acoustic”.
  • the “structural” component is generated by complex modes of vibration in the tyre wall and tread, caused by a wheel’s interaction with the ground. These vibrations have a broad frequency range (for example from 20 Hz to several kHz), and are heard as a general background roar.
  • the “acoustic resonance” component is a vibration caused by an acoustic standing wave inside the tyre at or near a single frequency - typically around 220 Hz in a passenger vehicle - dependent on the circumference of the tyre cavity. This noise spike is narrow and is prominent in the noise spectrum. The acoustic resonance component is heard as a mid-range “drone” and is the most noticeable and annoying component of road noise.
  • This component also known as acoustic tyre cavity resonance, has become a more critical problem due to the transition away from the use of an internal combination (e.g. to the use electric vehicles).
  • the elimination of the internal combustion engine removes background noise, or “masking noise” from the cabin of a vehicle, and makes occupants much more aware of other noise sources, and particularly those with a narrow band frequency or “droning” characteristic.
  • vehicle suspension systems and chassis structures have become stiffer, so communicating more vibration.
  • Vehicle manufacturers are also under growing pressure to make their cars lighter and stiffer to improve efficiency and performance, and reduce fuel consumption. These factors typically result in the use of thinner trim materials and less mass-barrier noise proofing.
  • Standard techniques and materials for sound absorption and sound deadening are designed to work with sound waves moving substantially perpendicular to the surface of the sound deadening material.
  • the sound waves in a tyre that are heard as a drone travel along the surface of the rim and therefore a different approach is required to reduce the noise this is known as grazing.
  • the angle of the sound waves to the surface is known as the grazing angle.
  • a range of measures have been attempted to interrupt and nullify the acoustic standing wave that establishes itself within the tyre cavity.
  • WO01/23195 seeks to create resonant secondary cavities within the pressurised cavity to act as Helmoltz resonators, whose acoustic mass acts to cancel out the primary resonance.
  • DE 4120878 A1 and EP 1110763 A2 seek to interrupt the toroidal tyre cavity by physically dividing the tyre cavity.
  • DE 4001753 A1 uses flexible rubber membranes attached to the tyre wall or face of the wheel rim to act as resonant elements to draw energy away from the primary acoustic standing wave.
  • EP 1529665 A1 , EP 1184207 A2 and EP 0911185 A2 are typical of many approaches which attach a band of noise absorbing material to the rim of the wheel, usually foams.
  • W02009/053352 affixes fibrous protuberances to the inside wall of the tyre instead of the rim.
  • Such materials can cause an impediment to puncture repair systems that involve the injection of liquids into the cavity which cure to form temporary or permanent patches.
  • puncture repair systems are commonly offered as an alternative to providing a spare wheel on a vehicle.
  • GB 2496427 A discloses the use of activated carbon as a sound adsorbing material in a cavity formed in a vehicle wheel.
  • GB 2496427 A also details the use of structures such as pockets, reservoirs or channels for supporting activated carbon within the rim or spokes of a vehicle wheel.
  • the activated carbon is comprised in a belt disposed in a channel of the wheel, and in which the belt is formed from a porous fabric material.
  • GB 2496427 A has only established that such structures can support a sound adsorbing material when the vehicle wheel is stationary or not in use (as evidenced by the Figures of GB 2496427) A. There is no indication that such structures can support a sound adsorbing material when the vehicle wheel is not stationary or is in use, due to a lack of experimental data. Therefore, the effectiveness at reducing tyre cavity resonance when a vehicle wheel is in use is not experimentally proven in GB 2496427 A.
  • the structures for supporting a sound adsorbing material can support a sound adsorbing material which may transform from a granular form to a powder form under the conditions experienced by a vehicle wheel in use (e.g. due to the extreme vibrations and accelerations). If the supporting structure is not effective in this regard, the powder form may leave the supporting structure, and may enter the cavity and interfere with the action of air valves, which is clearly undesirable. However, the ability of the sound adsorbing material to not leave the supporting structure must be balanced with the ability of the sound adsorbing material to communicate with cavity, and thus draw energy away from the acoustic standing wave.
  • Fitting of a tyre to a rim requires a great deal of force and results in a substantial deformation of the tyre.
  • Sound absorbing materials located within the cavity of a wheel may be easily damaged during fitting of a tyre. This is a particular issue if the sound absorbing material is attached to the rim of the wheel and must survive multiple tyre fitting and removal cycles.
  • Structures for supporting sound adsorbing material and structures for protecting sound adsorbing materials of the prior art are known to compromise the efficacy of the sound reduction.
  • the invention therefore aims to mitigate or eliminate one or more of the aforesaid disadvantages of the known art.
  • the present invention provides a vehicle wheel comprising a rim and a tyre defining therebetween a cavity and having a sound reducing material, in which the sound reducing material comprises an open cellular structure, and in which the sound reducing material is disposed in the cavity. It is preferable that the open cellular structure has a pore size of between about 40 ppi and about 150 ppi.
  • the sound reducing material includes particles of activated carbon. As used herein the phrase “particles of activated carbon” includes both “granular” and “powder” forms of activated carbon as discussed below.
  • the sound reducing material reduces the amplitude of or suppresses a natural resonance of the cavity. Therefore, the sound reducing material will preferably operate to reduce a resonance in the cavity from about 200 Hz to about 250 Hz, more preferably from about 210 Hz to about 230 Hz, and most preferably about 210 Hz to about 220 Hz. Ideally, it will operate to reduce a resonance in the cavity at about 215 Hz.
  • Sound reducing materials having only an open cellular structure are effective at reducing sound levels felt in a vehicle when in motion by reducing the peak at the resonant frequency of the wheel cavity. This is particularly evident when the open cellular structure has certain parameters as defined herein. Sound reducing materials having an open cellular structure and including particles of activated carbon can be more effective at reducing sound levels than sound reducing materials having only an open cellular structure. However, sound absorbing materials having only an open cellular structure are simpler to manufacture and therefore cheaper than those including an open cellular structure and particles of activated carbon.
  • a highly preferred open cellular structure is an open-cell foam.
  • foam as used herein means an object comprising a cellular structure. Therefore, as well as materials formed by trapping pockets of gas in a liquid or solid, the term “foam” also includes so called “digital foams” and “sponge” or “sponge-like” materials that comprise such a cellular structure.
  • an open cell foam means a foam as described above that comprises an interconnected network of pores. It is this interconnectivity of the pores which provides such a material with permeability.
  • the one or more open-cell foams of the present invention may be formed from one or more components such as polyethylene, polyester, polypropylene, polystyrene, polyurethane, polyamide, polychloroprene, poly vinyl chloride, silicon and their respective copolymers, rubber, synthetic rubber, microcellular plastics, and melamine resins and the like. Methods for producing such open-cell foams will be apparent to those skilled in the art.
  • the open cellular structure, preferably open-cell foam has a pore size of from about 40 ppi to about 150 ppi, preferably about 60 to about 150 ppi, and more preferably about 60 ppi to about 100 ppi.
  • the open cellular structure, preferably open-cell foam has a pore size of 90 ppi.
  • ppi as used herein means pores per inch and is a linear measurement and not a square measurement, meaning the number of pores is counted in a linear inch, and not in a square inch.
  • the open cellular structure (20) has a porosity of greater than 90%.
  • the porosity is from greater than 90% to less than 100%, further ideally from greater than 90% to 99.9%.
  • Porosity is the ratio of pore volume or space within the material to the total volume of the material.
  • Particles of activated carbon featuring particle sizes at a wide range of different sizes have been found to be effective at a reducing a natural resonance of the cavity.
  • the activated carbon is in granular form.
  • granular form as used herein means activated carbon with at least 90% of the particles greater than 80 mesh size (i.e. 90% of the particles are greater than 0.177 mm).
  • the granular form of activated carbon may have a particle size of from greater than 0.177 mm to about 0.7mm. Ideally, from about 0.2 mm to about 0.6 mm.
  • a granular form of activated carbon with a very small particle size is found to be most practical for impregnation in the cellular material without compromising effectiveness.
  • This is particularly effective with an open cellular structure, preferably opencell foam, that has a pore size of from 40ppi to 150ppi, a pore size of about 60 ppi to 10Oppi has been found to be particularly preferable and about 90 ppi to be further preferable.
  • a 60ppi foam may be useful in some instances.
  • the activated carbon is in powder form.
  • the phrase “powder form” as used herein means activated carbon having particles less than or equal to 80 mesh size (i.e. particles of 0.177 mm or less). Ideally, from about 0.1 mm or less.
  • the powder form of activated carbon may have a particle size of from about 0.01 mm to about 0.177 mm, and preferably about 0.01 mm to about 0.05 mm.
  • this is particularly effective with an open cellular structure, preferably open-cell foam, that has a pore size of from about 60 ppi to about 150 ppi, and more preferably about 90 to 150 ppi.
  • a 90 ppi foam may be particularly useful.
  • activated carbon with a surface area per gramme of 1000 m 2 or greater is found to be most effective.
  • the surface area includes both the inner and outer surfaces of the activated carbon (i.e. including pores).
  • a surface area per gramme of 1500 m 2 is particularly useful.
  • the rim of the wheel includes an inner surface and the sound reducing material is disposed in the cavity by being mounted to an inner surface of the rim.
  • the acoustic performance of the sound reducing material means that it is preferable to use only a thin layer of sound reducing material because this allows the tyre to easily fitted to the wheel.
  • the sound reducing material may have a thickness of from about 5 mm to about 20 mm, and preferably about 10 mm. A thickness of up to 15 mm at or near the well of rim may also be useful.
  • the tyre of the wheel may include an inner surface and the sound reducing material may be disposed in the cavity by being mounted to an inner surface of the tyre.
  • the sound reducing material may also have a thickness of from about 5 mm to about 20 mm, and preferably about 10 mm.
  • the particles of activated carbon are distributed throughout the open cellular structure. In such embodiments, it is preferable to use a granular form of activated carbon with a very small particle size as discussed above to avoid compromising effectiveness.
  • the particles of activated carbon may be preferably distributed as a layer on a surface of the open cellular structure.
  • the particles of activated carbon may be formed as a layer on the surface of the open-cellular material by using a rolling or a spraying process. Furthermore, the particles of activated carbon may be applied to the surface of the open-cellular material more than once, or more than twice, and ideally three times, in order to form a layer on the surface of the open-cellular material. In one embodiment, the layer has a thickness from greater than 0 mm to about 3 mm.
  • the sound reducing material further includes a binding component to bind or fix the activated carbon to the cellular structure.
  • the binding component is polymeric binding component, and more preferably a latex binding component.
  • a thickening component, dispersing agent and/or a surfactant may also be included in the sound reducing material.
  • the shape of the sound reducing material is typically of no defined shape, but example shapes could include regular or irregular shapes, rectangular blocks, circular blocks and cylindrical blocks. Shapes that have smooth corners may be preferred.
  • the sound reducing material is disposed in the cavity as a continuous band of material (i.e. of toroidal shape), which could be preferably applied to the rim or tyre. Additionally, and or alternatively, the sound reducing material may be disposed in the cavity as separate patches or portions, which could be preferably applied to the rim or tyre.
  • a vehicle wheel comprises a rim and a tyre defining therebetween a cavity and having a sound reducing material, the sound reducing material having an exposed surface facing the cavity and a protective mesh substantially covering said exposed surface, in which the sound reducing material has a cellular structure, and in which the sound reducing material is disposed in the cavity.
  • the sound reducing material comprises an open cellular structure.
  • the sound reducing material having particles of activated carbon.
  • the open cellular structure and/or particles of activated carbon may be defined as described above.
  • the protective mesh covers between 70 and 100% of said surface of the sound reducing material.
  • the sound reducing material includes a mounting surface adjacent a surface on which the sound reducing material is located and the exposed surface includes a top face opposite the mounting face and the protective mesh covers 70-100% of said top surface and preferably covers 95-100% of the top face.
  • the protective mesh is made from plastic, fabric, metal, or a combination thereof.
  • the protective mesh comprises a PTFE coating.
  • the protective mesh has a pore size equal to or greater than the pore size of the sound reducing material.
  • the protective mesh has a pore size smaller than the size of powder resulting from the degradation of a granular sound adsorbing material
  • an attachment means is included for securing the protective mesh to the sound reducing material, rim or tyre, optionally the attachment means comprises an adhesive, ultrasonic welding or a mechanical fastener.
  • the present invention provides a method of manufacturing a vehicle wheel according to the present invention defined herein.
  • the present invention provides a method of manufacturing a vehicle wheel comprising: a) providing a sound reducing material comprising an open cellular structure, optionally including particles of activated carbon; b) providing a vehicle wheel comprising a rim and a tyre; and c) disposing the sound reducing material in a cavity defined by the rim and the tyre.
  • the open cellular structure and/or particles of activated carbon may be defined as described above.
  • step a) further comprises applying particles of activated carbon to an open cellular structure. More particularly, step a) may comprise applying particles of activated carbon to the cellular structure by mixing the cellular structure with the particles of activated carbon.
  • step a) comprises applying the particles of activated carbon to the cellular structure by applying the particles of activated carbon on to a surface of the cellular structure to provide the particles of activated carbon as a layer on the surface of the cellular structure.
  • This step may be performed more than once or more than twice, and ideally three times, in order to provide the particles of activated carbon as a layer on the surface of the cellular structure.
  • the particles of activated carbon are applied to the surface of the cellular structure by using a spaying or rolling process.
  • step a) may further comprise curing the sound reducing material once the particles of activated carbon have been applied to the cellular material.
  • a suitable temperature such as a temperature of 160 °C may be used for curing.
  • the present invention provides a vehicle comprising a vehicle wheel as described above and/or manufactured as described above.
  • any aspect of the current invention including the sound absorbing material and/or the protective mesh can be applied to a rim alone without a tyre or a tyre alone without a rim.
  • Figure 1 is a cross section of a vehicle wheel according to the present invention.
  • Figure 2 is an image demonstrating how the performance results of Figure 3 were collected
  • Figure 3 is a graph showing the results of an experiment to determine the performance of a vehicle wheel according to the present invention.
  • Figure 4 is an image showing 90 ppi open cell foam according to the present invention without particles of activated carbon
  • Figure 5 is an image showing 90ppi open cell foam having particles of activated carbon in accordance with a further aspect of the present invention.
  • Figure 6 is a schematic view of a sound absorbing material according to the current invention, mounted to the outer surface of a rim and surrounded by a protective mesh;
  • Figure 7 is a graph showing the results of a simulation of the sound absorption characteristics of an open cellular sound adsorbing material according to the current invention as the size of the pores are varied.
  • a vehicle wheel 10 having a wheel diameter D, a bore size B, and a rim 12 having rim width R is provided.
  • a well 13 is provided to the rim 12.
  • the vehicle wheel 10 has an outer side 12 and an inner side 17 and a disc 15.
  • a positive offset O may also be provided.
  • the rim 12 supports a tyre 14, preferably a pneumatic tyre, and defines therebetween a cavity 16.
  • a sound reducing material 18a, 18b Disposed in the cavity 16 is a sound reducing material 18a, 18b that has an open cellular structure 20, and is preferably an open-cell foam.
  • the open cell foam preferably has a pore distribution, measured in pores per inch (ppi) from about 40 ppi to about 150ppi or 170 ppi, and preferably from about 60 ppi to about 90 ppi or 100ppi.
  • a 90 ppi open-cell foam is particularly preferred.
  • the open cell foam may have a porosity of at least 90%.
  • the average pore diameter of the foam also effects the sound absorption performance of the foam. Pore size may also be expressed in pore diameter. Pore size in ppi can be approximated with the following formula (neglecting the cell wall thickness):
  • the rim 12 includes an inner surface 24 and an outer surface 26, and in one embodiment, the sound reducing material 18b is mounted to the inner surface 24 of the rim.
  • the thickness of the sound reducing material 18b is from 5 mm to 20 mm, and is preferably 10 mm. A thickness of up to 15 mm at or near the well 13 of the rim 12 may also be useful.
  • the tyre 14 includes an inner surface 28 and an outer surface 30, and in one embodiment, the sound reducing material 18a is mounted to the inner surface 28 of the tyre 14. As shown, the sound reducing material 18a is mounted to an inner surface 28 of the tyre 14 that faces the rim 12. In those embodiments in which the sound reducing material 18a is mounted to the tyre 14, it is preferred that the thickness of the sound reducing material 18a is from 5 mm to 20 mm, and is preferably 10 mm. Of course, the sound reducing material 18a, 18b can be provided to either the rim 12 or the tyre 14, or both the rim 12 and the tyre 14 as shown in Figure 1.
  • the shape of the sound reducing material 18a, 18b is typically of no defined shape, but example shapes could include regular or irregular shapes, rectangular blocks, circular blocks and cylindrical blocks. As shown in Figure 1 , in some embodiments, it may be desirable for the thickness of the sound reducing material 18c to be taped to enable better mounting with the rim 12 or tyre 14. Wedge shapes may thus be desirable.
  • the particles of activated carbon 22 are distributed throughout the open cellular structure 20. In another embodiment, the particles of activated carbon 22 are distributed as a layer on a surface of the open cellular structure 20. The layer may have a thickness from greater than 0 mm to 3 mm. Activated carbon 22 may also be distributed throughout the open cellular structure 20 as well as distributed as a layer on a surface of the open cellular structure 20.
  • the sound reducing material further includes a binding component 32 which is used to bind the particles of activated carbon 22 to the cellular structure 20.
  • sound reducing material 46 has an open cellular structure, and is preferably an open-cell foam.
  • a 40 to 150 ppi foam is preferred and a 90 ppi open-cell foam is particularly preferred.
  • the open cellular structure of sound reducing material 46 is provided with particles of activated carbon as shown with similar reference to Figure 4.
  • the sound reducing material 46 As the sound reducing material 46 is disposed in the cavity of a vehicle wheel, when the vehicle wheel is in use, the sound reducing material 46 reduces the amplitude of or suppresses a natural resonance of the cavity.
  • the sound reducing material 46 may be mounted to an outer surface 24 of a wheel rim 12 as shown in Figure 6.
  • the sound reducing material 46 maybe mounted to an inner surface 28 of a tyre as described above for sound reducing material 18a, 18b.
  • the thickness of the sound reducing material 46 may be as described above for sound reducing material 18a, 18b.
  • the sound reducing material 46 has an outer surface 48 exposed to the tyre cavity and a mounting surface 49 adjacent to the surface on which the sound reducing material 46 is mounted.
  • the exposed surface 48 may comprise a top face 48a opposite the mounting surface 49 and two or more lateral edges 48b, 48c extending between the top face 48a and the mounting face that are exposed in a tyre cavity 16.
  • the outer surface 48 of the material 46 is substantially covered by a protective mesh 56 formed from a plastics material.
  • the mesh may be a woven mesh 56.
  • a suitable plastic mesh 56 may include a polyamide mesh made from Nylon 6, with 100g weight and having 3.5mm mesh openings.
  • the mesh 56 may be made from fabric, metal, or a combination thereof.
  • Preferred materials are high temperature stable materials for example materials that are able to withstand temperatures of 150 °C or greater because the vehicle wheel is typically in close proximity of breaking and/or suspension components.
  • the mesh 56 has a smooth outer surface 54 to avoid any snags with a tyre during tyre installation.
  • providing a mesh 56 with PTFE coating to its outer surface 54 is also desirable because this helps to reduce friction between the mesh 56 and a bead of a tyre as the tyre is installed on the wheel.
  • Providing a mesh 56 that substantially covers the surface 48 of the material 46 allows the material 56 to absorb sound unhindered, whilst at the same type protect the material 46 during tyre installation and or tyre replacement. For instance, over the lifetime of an automotive vehicle, a tyre is typically replaced 10 times, and thus there is a need to protect the material 46 during each of these replacements.
  • the pore size of the protective mesh 56 is equal or greater than the pore size of the sound reducing material 46.
  • the mesh 56 ideally also has a porosity that is to equal or greater than the porosity of the sound reducing material 46, and preferably a porosity of greater than 90%. Ideally, it may have a porosity from greater than 90% to less than 100%.
  • the protective mesh 56 may be bound to the surface of the sound reducing material 46 using an attachment means such as adhesive or ultrasonic welding or may be formed into a continuous band and bonded directly to the wheel rim either side of the band of sound reducing material 46, to reinforce the edges of the material 46.
  • the protective mesh 46 may be positively fixed to the rim using a mechanical fastener such as an elasticated or post-tensioned strap or band applied around the whole circumference of the rim.
  • the protective mesh 56 may be netting, which itself may feature integrated bands at each end that can be attached and posttensioned for example using standard strapping machinery used in packaging.
  • the porosity or open area of the protective mesh 56 will be greater than 90% with the size of opening perforation or pore size preferably ranging from 0.5 mm to 25mm or 50ppi to 1 ppi.
  • This pore size should be greater than the pore size of the noise reducing material to avoid reducing the effectiveness of the sound reducing material. For the avoidance of doubt a larger pore diameter is a greater pore size than a smaller pore diameter.
  • the sound reducing material may be protected at its edge by a protection means such as the application of an elasticated or band of material or self-adhesive tape or post-tensioned strapping applied only over the edges of the sound absorbing material, or spanning the edges of the material and the rim of the wheel, with no protective layer otherwise being applied.
  • a protection means such as the application of an elasticated or band of material or self-adhesive tape or post-tensioned strapping applied only over the edges of the sound absorbing material, or spanning the edges of the material and the rim of the wheel, with no protective layer otherwise being applied.
  • Such edge-protecting bands may be from 5mm to 50mm wide.
  • Figure 7 shows the calculated sound absorption coefficient at an incidence angle of 75 degrees for a low density ( ⁇ 50kg/m 3 ) open-celled sound absorbing material of 1 cm thickness at a frequency of 200 Hz (a typical tyre cavity resonant frequency) using the Johnson- Champoux-Allard model, showing the effect of varying pore size.
  • pore diameter d in metres was related to airflow resistivity using the following formula, which assumes simple cylindrical pores:
  • f is the target frequency
  • p is the air pressure in the tyre (in barg).
  • the vertical line in the figure represents the optimal pore diameter calculated with this formula.
  • the peak in sound absorption is not affected by a thin ( ⁇ 2 mm) protective layer, provided it has a simple mesh geometry with an average opening size equal to or greater than that of the underlying sound absorbing material. It can be seen from Figure 7 that there is a clear benefit to use an open-cellular structure that has a pore size from 40-150ppi, and in particular the range 60-100ppi. This is because a greater sound absorption coefficient is observed in Figure 7 when the open-cellular structure comprises a pore size from 40-150ppi, and particularly from 60-100ppi. This is clearly highly unexpected.
  • the resonant frequency of a wheel may vary with the circumference and therefore the diameter D of the wheel and also with the air pressure in the tyre.
  • the optimum pore size can be scaled based on the inverse root of the resonant frequency of the wheel.
  • the open cellular structure 20 simulated in Figure 7 may also be provided with particles of activated carbon 22 as shown by Figure 4.
  • the sound reducing material 18a, 18b reduces the amplitude of or suppresses a natural resonance of the cavity 16.
  • a solution of wetted activated carbon with a 120 mesh (i.e. with a particle size of less than 0.125 mm) comprising methylcellulose thickener, stirred with surfactants, dispersing agents, and polymer binder is prepared.
  • the solution has a viscosity below 500 centiPoise (cP), preferably around 300 cP or below, and pH above 7, and preferably around pH 9.
  • cP centiPoise
  • the solution is then applied as a homogeneous layer on the top of the 90ppi polyester-based polyurethane open cell foam by a brush or a spray-painting device.
  • the mixture is then cured at 160 °C, and the process is repeated until an optimised layer thickness is achieved (i.e. from greater than 0 mm to about 3 mm).
  • Figure 3 is a graph showing the performance of two vehicle wheels according to the present invention against a comparative vehicle wheel that is not according to the present invention. The results were collected by performing a hammer test as follows, and as illustrated in Figure 2:
  • the dashed line shows the results for a vehicle wheel that is not according to the present invention, and in this example, no sound reducing material was disposed in the cavity defined by the rim and the tyre. As shown a large peak around 213 Hz was observed for this example and is representative as an annoying “drone” for one or more passengers in the cabin of a vehicle.
  • the dotted line shows the results for a vehicle wheel according to the present invention.
  • open-cell foam 90 ppi foam
  • the reduction in the amplitude of the peak around 213 Hz is significant.
  • the Applicant has surprisingly discovered that by providing a vehicle wheel according to the present invention, the vehicle wheel is made quieter for passengers in the cabin of a vehicle.
  • the solid line shows results for a vehicle wheel according to a further aspect of the present invention, and in this example, a comparative quantity of sound reducing material according to the present invention was disposed in the cavity defined by the rim and the tyre.
  • a sound reducing material comprising an open cell foam (90 ppi foam) having particles of activated carbon distributed as layer of from greater than 0 mm to about 3 mm on the surface of the open cell foam was utilised.
  • the layer was formed by three separate applications of particles of activated carbon to the open-cell foam.
  • the amplitude of the peak around 213 Hz was further reduced using this vehicle wheel according to the present invention compared to the vehicle wheel not according to the present invention and the vehicle wheel according to the current invention including open cell foam alone.
  • the reduction in the amplitude of the peak around 213 Hz is significant.
  • the Applicant has surprisingly discovered that by providing this vehicle wheel according to this aspect of the present invention, the vehicle wheel is made quieter for passengers in the cabin of a vehicle.
  • the effect is that the annoying “drone” is reduced or eliminated for one or more passengers in the cabin of a vehicle.

Abstract

L'invention concerne une roue de véhicule comprenant une jante et un pneu définissant entre eux une cavité et ayant un matériau de réduction de son, et dans laquelle le matériau de réduction de son est disposé dans la cavité. L'invention concerne également un procédé de fabrication d'une roue de véhicule.
PCT/GB2022/052148 2021-08-19 2022-08-18 Roue de véhicule WO2023021300A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
GBGB2111936.7A GB202111936D0 (en) 2021-08-19 2021-08-19 A vehicle wheel
GB2111936.7 2021-08-19
GB2204743.5 2022-03-31
GBGB2204743.5A GB202204743D0 (en) 2022-03-31 2022-03-31 A vehicle wheel

Publications (1)

Publication Number Publication Date
WO2023021300A1 true WO2023021300A1 (fr) 2023-02-23

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Citations (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4001753A1 (de) 1990-01-22 1991-07-25 Josef Piller Reifen mit antilaermeinbau
DE4120878A1 (de) 1991-06-21 1992-12-24 Bayerische Motoren Werke Ag Fahrzeugreifen mit geraeuschmindernder konstruktion
EP0911185A2 (fr) 1997-10-22 1999-04-28 Continental Aktiengesellschaft Roue de véhicule motorisé pourvue d'un pneu sur sa jante et d'un dispositif absorbant les bruits , et procédé de fabrication d'un tel dispositif
WO2001021420A1 (fr) 1999-09-21 2001-03-29 Pirelli Pneumatici S.P.A. Procede et dispositif de remplissage pour l'amortissement des bruits a l'interieur d'un vehicule en marche, et roues equipees de pneus fournies avec ledit dispositif
WO2001023195A1 (fr) 1999-09-29 2001-04-05 Societe De Technologie Michelin Appui de securite avec attenuateur de bruit pour roue de vehicule
EP1110763A2 (fr) 1999-12-22 2001-06-27 Sumitomo Rubber Industries Ltd. Amortisseur de bruit pour un bandage pneumatique
EP1184207A2 (fr) 2000-08-31 2002-03-06 Sumitomo Rubber Industries Limited Système de réduction du bruit d'un bandage pneumatique
US20020144760A1 (en) 1999-09-21 2002-10-10 Andrea Devizzi Method and deadening device for reducing the noise in a vehicle during travel, and tyre wheel provided with the said device
EP1529665A1 (fr) 2003-11-07 2005-05-11 Sumitomo Rubber Industries Limited Système de réduction du bruit pour des pneumatiques
WO2009053352A1 (fr) 2007-10-24 2009-04-30 Societe De Technologie Michelin Dispositif interne a un pneu pour diminuer le bruit en roulage.
GB2496427A (en) 2011-11-11 2013-05-15 Bentley Motors Ltd Vehicle wheel
US8746302B2 (en) * 2009-07-02 2014-06-10 GM Global Technology Operations LLC Low noise run-flat tires
EP2906436A1 (fr) * 2013-10-24 2015-08-19 Bentley Motors Limited Dispositif d'absorption de bruit de cavité de pneumatique
DE102018202003A1 (de) * 2018-02-08 2019-08-08 Audi Ag Rad für ein Kraftfahrzeug
US20200338935A1 (en) * 2017-10-19 2020-10-29 The Yokohama Rubber Co., Ltd. Pneumatic Tire
EP3831620A1 (fr) * 2019-12-04 2021-06-09 The Goodyear Tire & Rubber Company Pneumatique

Patent Citations (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4001753A1 (de) 1990-01-22 1991-07-25 Josef Piller Reifen mit antilaermeinbau
DE4120878A1 (de) 1991-06-21 1992-12-24 Bayerische Motoren Werke Ag Fahrzeugreifen mit geraeuschmindernder konstruktion
EP0911185A2 (fr) 1997-10-22 1999-04-28 Continental Aktiengesellschaft Roue de véhicule motorisé pourvue d'un pneu sur sa jante et d'un dispositif absorbant les bruits , et procédé de fabrication d'un tel dispositif
WO2001021420A1 (fr) 1999-09-21 2001-03-29 Pirelli Pneumatici S.P.A. Procede et dispositif de remplissage pour l'amortissement des bruits a l'interieur d'un vehicule en marche, et roues equipees de pneus fournies avec ledit dispositif
US20020144760A1 (en) 1999-09-21 2002-10-10 Andrea Devizzi Method and deadening device for reducing the noise in a vehicle during travel, and tyre wheel provided with the said device
WO2001023195A1 (fr) 1999-09-29 2001-04-05 Societe De Technologie Michelin Appui de securite avec attenuateur de bruit pour roue de vehicule
EP1110763A2 (fr) 1999-12-22 2001-06-27 Sumitomo Rubber Industries Ltd. Amortisseur de bruit pour un bandage pneumatique
EP1184207A2 (fr) 2000-08-31 2002-03-06 Sumitomo Rubber Industries Limited Système de réduction du bruit d'un bandage pneumatique
EP1529665A1 (fr) 2003-11-07 2005-05-11 Sumitomo Rubber Industries Limited Système de réduction du bruit pour des pneumatiques
WO2009053352A1 (fr) 2007-10-24 2009-04-30 Societe De Technologie Michelin Dispositif interne a un pneu pour diminuer le bruit en roulage.
US8746302B2 (en) * 2009-07-02 2014-06-10 GM Global Technology Operations LLC Low noise run-flat tires
GB2496427A (en) 2011-11-11 2013-05-15 Bentley Motors Ltd Vehicle wheel
EP2906436A1 (fr) * 2013-10-24 2015-08-19 Bentley Motors Limited Dispositif d'absorption de bruit de cavité de pneumatique
US20200338935A1 (en) * 2017-10-19 2020-10-29 The Yokohama Rubber Co., Ltd. Pneumatic Tire
DE102018202003A1 (de) * 2018-02-08 2019-08-08 Audi Ag Rad für ein Kraftfahrzeug
EP3831620A1 (fr) * 2019-12-04 2021-06-09 The Goodyear Tire & Rubber Company Pneumatique

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