A tire single body pattern noise test device and evaluation method

Abstract

The application provides a tire single pattern noise test device and evaluation method, which solves the problem that the existing tire noise test lacks an effective evaluation model, and mainly comprises a tire test bench, a noise sensor, a vibration sensor and an upper computer. The noise sensor is distributed on the lateral side of the tire, and the vibration sensor is located on the rotating shaft of the tire. The method mainly comprises the following steps: S1, signal acquisition; S2, signal preprocessing; S3, signal processing; and S4, evaluation calculation. The vibration sensor and the noise sensor are combined and used in a fixed position, so that the signals can be more accurately collected, a mathematical model related to the tire pattern noise is established, the required parameters in the model are obtained through the noise bench test machine, the evaluation indexes are calculated according to the model calculation theory, and the automation control is assisted, so that the efficiency and success rate of the low-noise tire product development can be improved, and the application can be widely applied to the tire test technical field.

Description

Technical Field

[0001] This invention relates to the field of tire testing technology, and in particular to a tire single-unit tread noise testing device and evaluation method. Background Technology

[0002] Currently, the domestic and international standard evaluation indicators for tire tread noise are all based on the overall noise level. However, for R&D designers who are developing low-noise tread tires, the primary concern is the noise generated by the tire tread pitch. The overall tire tread noise includes tread pitch noise, resonance noise, and stick-slip noise.

[0003] Furthermore, most standards only consider noise data from a single microphone location, neglecting the directional radiation characteristics of tire tread noise sources. Moreover, considering the stability of the semi-anechoic chamber testing environment, equipment, and data, if a mathematical model could be established based on indoor test bench equipment that comprehensively considers both the directional radiation characteristics of tire tread noise and tire tread pitch noise, along with reasonable evaluation indicators and automated control, the testing cycle could be significantly shortened, the number of repeated verifications reduced, and the success rate of low-noise tire product development greatly improved. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the above-mentioned technologies and provide a tire single-unit tread noise testing device and evaluation method with lower hardware costs, higher testing efficiency, and more effective evaluation content.

[0005] Therefore, the present invention provides a tire single-unit tread noise testing device, including a tire testing bench, a noise sensor, a vibration sensor and a host computer;

[0006] There are multiple noise sensors, distributed along the sides of the tire, and the noise sensors are located on the same plane;

[0007] The vibration sensor is located on the axle of the tire;

[0008] The host computer is electrically connected to the tire test bench, the noise sensor, and the vibration sensor, respectively.

[0009] Preferably, the noise sensors are divided into two groups, including a sidewall noise sensor group and a crown noise sensor group; the sidewall noise sensor group is distributed laterally on the sidewall of the tire; the crown noise sensor group is distributed axially on the front and rear sides of the tire crown.

[0010] Preferably, the tire diameter ranges from 60cm to 80cm; the tire cross-sectional width ranges from 6.00in to 14.00in.

[0011] Preferably, the height difference between the plane where the noise sensor is located and the tire contact area ranges from 9.5 cm to 10.5 cm. <00000- 33>Preferably, the distance between adjacent sensors in the sidewall noise sensor group ranges from 19 cm to 21 cm; the distance between the sidewall noise sensor group and the center line of the tire ranges from 19.5 cm to 20.5 cm.

[0013] Preferably, the distance between the crown noise sensor group and the axis of the tire ranges from 44.5 cm to 45.5 cm.

[0014] Preferably, two or more of the vibration sensors are provided on the tire rotating shaft, and at least one of the vibration sensors is provided at each end of the tire rotating shaft.

[0015] On the other hand, the present invention also provides an evaluation method based on the above device, and the steps include:

[0016] S1. Signal acquisition: The tire is tested under multiple speed conditions on a test bench, and vibration signals and noise signals are collected.

[0017] S2. Signal preprocessing: Perform correlation analysis on the vibration signals and noise signals in S1, and select a group of vibration signals with the highest correlation to perform signal separation processing on the noise signals.

[0018] S3. Signal processing: Calculate the spectral function of the separated signals in S2 based on one-third octave, and solve to obtain the first harmonic noise (FON) of the tire tread pitch hitting the road surface and the second harmonic noise (SON) of the tire tread pitch hitting the road surface.

[0019] S4. Evaluation calculation: Divide the two noise parameters in S3 to obtain a ratio, and perform evaluation according to the ratio.

[0020] (1) When FON / SON ≥ 1.5, the noise energy is mainly concentrated in the first harmonic noise region of the tread, and this distribution may generate strong phase noise. <00000- 50>

[0021] (2) When 0.65 < FON / SON < 1.5, the noise energy is evenly distributed in the first harmonic and second harmonic noise regions of the tread, and weak phase noise may be generated.

[0022] (3) When FON / SON ≤ 0.65, the noise energy is mainly concentrated in the second harmonic noise region of the tread.

[0023] Preferably, in S1, three tests are performed under each group of speed conditions, and the tire rotates forward and backward each time, and the difference between the maximum value and the minimum value of the noise collection in each test is compared. <

[0024] If the difference is greater than K, the test is repeated;

[0025] When the difference is less than or equal to K, the collected data is averaged.

[0026] The range of K is 0 dB(A) to 0.2 dB(A).

[0027] Preferably, the correlation coefficient is calculated before signal separation in step S2;

[0028] Signal separation is performed when the correlation coefficient is greater than or equal to 0.5.

[0029] If the correlation coefficient is less than 0.5, repeat step S1.

[0030] The beneficial effects of this invention are:

[0031] This invention combines vibration and noise sensors in a fixed location for more accurate signal acquisition. By establishing a mathematical model related to tire tread noise and using a noise bench tester to test the parameters required in the model, the evaluation indicators are calculated based on the model's calculation theory. With the aid of automated control, the efficiency and success rate of low-noise tire product development can be improved. Attached Figure Description

[0032] Figure 1 This is a side view of the mounting position of the device of the present invention;

[0033] Figure 2 This is a top view of the mounting position of the device of the present invention;

[0034] Figure 3 This is a flowchart of the method of the present invention;

[0035] Figure 4 This is a correlation analysis diagram of pattern noise separation data in a specific embodiment of the present invention;

[0036] Figure 5 This is a pattern noise separation data diagram in a specific embodiment of the present invention;

[0037] Figure 6 This is a spectrum diagram of pattern noise separation data in a specific embodiment of the present invention;

[0038] Figure 7 This is a schematic diagram of the noise separation results in a specific embodiment of the present invention;

[0039] Figure 8 This is a schematic diagram illustrating the application scenarios of the pattern pitch noise of this invention.

[0040] The markings in the diagram are: 1. Tire, 2. Tire test bench, 3. Noise sensor, 4. Vibration sensor. Detailed Implementation

[0041] The present invention will be further described below with reference to the accompanying drawings and specific embodiments to aid in understanding its content. Unless otherwise specified, the methods used in this invention are conventional methods; the raw materials and apparatus used, unless otherwise specified, are conventional commercially available products.

[0042] like Figure 1 , 2 As shown, the present invention provides a tire tread noise testing device, which mainly includes: a tire to be tested 1, a tire test bench 2, a noise sensor 3, a vibration sensor 4, and a host computer.

[0043] In this embodiment, there are four noise sensors 3, distributed along the side of tire 1, and the four noise sensors 3 are located on the same plane, labeled as four noise receiving points M1, M2, M3, and M4. Preferably, the four noise sensors 3 are divided into two groups, including a sidewall noise sensor group (M2, M3) and a crown noise sensor group (M1, M4). The two sidewall noise sensor groups are distributed laterally along the side of the tire, and the line connecting them in the top view is parallel to the centerline of tire 1. The crown noise sensor group is distributed axially along the front and rear sides of the tire crown. Thus, the noise receiving points are located at the leading edge, side, and rear edge of the tire's contact with the ground in the direction of travel, respectively. The tire used for testing in this embodiment is a passenger car tire, with key dimensions ranging from 60cm to 80cm in diameter and 6.00in to 14.00in in cross-sectional width.

[0044] Accordingly, the height difference H between the plane where the four noise sensors 3 are located and the tire contact area (the contact surface between the tire and the test bench roller) ranges from 9.5cm to 10.5cm, and in this embodiment, it is preferably 10cm; and the distance W2 between the two sensors of the tire sidewall noise sensor group (M2, M3) and the tire axle is 10cm, and the distance L between them and the tire centerline is 20cm. Further, in this embodiment, the tire crown noise sensor group (M1, M4) is located on the tire centerline, and the distance between each sensor and the tire axle ranges from 44.5cm to 45.5cm, preferably 45cm.

[0045] There are two vibration sensors 4, located at opposite ends of the tire 1 axle, serving as vibration receiving points ACC1 and ACC2. Vibration receiving points ACC1 and ACC2 are located near and far from the center of the wheel axle, respectively, and are used for correlation analysis and separation of tire tread pitch noise.

[0046] The host computer is electrically connected to the tire test bench, noise sensor, and vibration sensor, respectively.

[0047] On the other hand, the present invention also provides a detection and evaluation method based on the above-mentioned device. Since the tire tread pitch noise has the characteristic of changing with the rotational speed (i.e., it has obvious order characteristics) and is closely related to the number and type of tire tread pitch, the tire tread pitch noise is divided into three evaluation parameters: tread pitch first harmonic noise (FON), tread pitch second harmonic noise (SON), and tread pitch noise total value (PPN).

[0048] Combination Figure 3 As shown, the specific steps are as follows:

[0049] S1. Signal Acquisition: The tire undergoes multi-speed condition testing on a test bench, and vibration and noise signals are acquired. Preferably, in this embodiment, the noise generated by the tire's rotation in both directions (even with symmetrical tread patterns) is considered to be different, and the tire needs to be tested in both directions of rotation. Considering the combined speeds of passenger vehicles on urban roads and highways, tests are required at four speed conditions: 40km / h, 60km / h, 80km / h, and 120km / h. During the tests, the rolling noise sound pressure level of the tire is recorded at each speed condition. The readings need to be accurate to two decimal places, ensuring that the deviation between the maximum and minimum values ​​of the three measurements is less than or equal to 0.2dB(A). After obtaining the data through the tests, the three measurements are first averaged (see Equation 1) to remove the influence of random test errors.

[0050] (1)

[0051] in: Frequency domain data of each noise receiving point after averaging the data from three acquisitions. The frequency domain data of each noise receiving point in a single instance, i=1, 2, 3, 4.

[0052] S2. Signal Preprocessing: Correlation analysis is performed on the vibration signal and noise signal in S1, and the vibration signal with the highest correlation is selected to separate the noise signal. Preferably, correlation analysis is performed between the ACC1 and ACC2 vibration signals and eight sets of data obtained from four locations, as shown in [reference needed]. Figure 4 As shown, vibration signals with high correlation (correlation coefficient ≥ 0.5) were selected to separate 8 groups of noise signals. For each speed condition, 16 groups of separated noise data were obtained (8 groups of noise data related to the pattern pitch and 8 groups of data unrelated to the pattern noise).

[0053] S3. Signal Processing: The spectral function of the separated signal in S2 is calculated based on one-third octave bands, and the first harmonic noise (FON) of the tire tread pitch impacting the road surface and the second harmonic noise (SON) of the tire tread pitch impacting the road surface are obtained; preferably, as follows... Figure 5 , 6 As shown, noise data related to pattern noise from eight sets were used to calculate the evaluation parameters for this speed condition. All calculations involved below are based on one-third octave bands, as detailed below:

[0054] if The spectral function format is either Spectrum or Auto-power Linear.

[0055] (2)

[0056] (3)

[0057] (4)

[0058] (5)

[0059] (6)

[0060] in:

[0061] It refers to the sound pressure level within the frequency band range collected by four noise sensors at three positions when the tire is rotating forward (CW) or backward (CCW), with the unit being Pa.

[0062] This refers to the sum of squares of the sound pressure levels for each spectral line within the bandwidth of the side noise sensor during forward or reverse tire rotation, measured in Pa. 2 .

[0063] This refers to the average sound pressure level of the side noise sensors when the tire rotates in both directions, in dB.

[0064] This refers to the sum of squares of the sound pressure levels of each spectral line within the frequency bandwidth of the noise sensor in the forward or reverse rotation area of ​​the tire, measured in Pa. 2 .

[0065] This refers to the average sound pressure level of the noise sensor in the area before and after the tire rotates in both directions, in dB.

[0066] This refers to the combined noise level at the locations of the four noise sensors in both forward and reverse rotation of the tire, measured in dB.

[0067] if The spectral function format is Auto-power-Power (auto-power spectrum) or PSD (power spectral density), where j=1,2,3,4, then:

[0068] (7)

[0069] (8)

[0070] (9)

[0071] (10)

[0072] (11)

[0073] Evaluation parameter calculation:

[0074] FON = (12)

[0075] SON = (13)

[0076] PPN {630~3150} = (14)

[0077] in:

[0078] This refers to the squared sound pressure level across the bandwidth measured by four noise sensors when the tire rotates clockwise (CW) or counterclockwise (CCW), measured in Pa. 2 .

[0079] This refers to the sum of squares of the sound pressure levels for each spectral line within the bandwidth of the side noise sensor during forward or reverse tire rotation, measured in Pa. 2 .

[0080] This refers to the average sound pressure level of the side noise sensors when the tire rotates in both directions, in dB.

[0081] This refers to the sum of squares of the sound pressure levels of each spectral line within the frequency bandwidth of the noise sensor in the forward or reverse rotation area of ​​the tire, measured in Pa. 2 .

[0082] This refers to the average sound pressure level of the noise sensor in the area before and after the tire rotates in both directions, in dB.

[0083] This refers to the combined noise level at the locations of the four noise sensors in both forward and reverse rotation of the tire, measured in dB.

[0084] FON refers to the first harmonic noise of the tire tread pitch impacting the road surface.

[0085] SON refers to the second harmonic noise of the tire tread pitch impacting the road surface.

[0086] PPN {630~3150} This refers to the overall noise level of the tire tread pattern.

[0087] These refer to the noise values ​​corresponding to the center frequencies of 800Hz, 1000Hz, 1600Hz, 2000Hz, and 2500Hz in one-third of the octave band, respectively, in dB.

[0088] See the diagram of the data processing results. Figure 7 As shown in Table 1 below.

[0089]

[0090] Table 1

[0091] S4. Evaluation Calculation: Divide the two noise parameters in S3 to obtain the ratio, and evaluate based on the ratio;

[0092] Tire tread noise can be examined from two perspectives: one is from the perspective of EU regulatory certification, and the other is from the perspective of automotive parts. Specific evaluation criteria can be based on the following three principles combined with actual application scenarios:

[0093] (1) such as Figure 8 As shown in Figure a, when FON / SON≥1.5, the noise energy is mainly concentrated in the first harmonic noise region of the pattern, and this distribution may produce strong phase noise.

[0094] (2) such as Figure 8 As shown in Figure b, when FON / SON≈1, the noise energy is evenly distributed in the first and second harmonic noise regions of the pattern, which may produce weak phase noise.

[0095] (3) such as Figure 8 As shown in Figure c, when FON / SON ≤ 0.65, the noise energy is mainly concentrated in the second harmonic noise region of the tire tread. Considering the noise transmission characteristics of automobiles, the concentration of second harmonic noise energy can effectively reduce the risk of tire tread noise inside the vehicle. When the high-frequency noise cutoff characteristics are poor, a whine noise may be generated depending on the vehicle.

[0096] In the description of this invention, it should be understood that the terms "left", "right", "up", "down", "top", "bottom", "front", "back", "inner", "outer", "back", "middle", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0097] However, the above description is merely a specific embodiment of the present invention and should not be construed as limiting the scope of the present invention. Therefore, any substitution of equivalent components or equivalent changes and modifications made in accordance with the scope of protection of the present invention should still fall within the scope of the claims of the present invention.

Claims

1. A method for evaluating tire tread noise during testing, characterized by the following steps: Comprising: S1. Signal acquisition: The tire is tested under multiple speed conditions on a test bench, and vibration signals and noise signals are collected. S2. Signal preprocessing: Perform correlation analysis on the vibration signals and noise signals in S1, and select the group of vibration signals with the highest correlation to perform signal separation processing on the noise signals. S3. Signal processing: Calculate the spectral function of the separated signals in S2 based on one-third octave, and solve to obtain the first harmonic noise FON of the tire tread pitch hitting the road surface and the second harmonic noise SON of the tire tread pitch hitting the road surface. S4. Evaluation calculation: Divide the two noise parameters in S3 to obtain a ratio, and evaluate according to the ratio. (1) When FON / SON ≥ 1.5, the noise energy is mainly concentrated in the first harmonic noise region of the tread, and this distribution may generate strong phase noise. (2) When 0.65 < FON / SON < 1.5, the noise energy is evenly distributed in the first and second harmonic noise regions of the tread, and weak phase noise may be generated. (3) When FON / SON ≤ 0.65, the noise energy is mainly concentrated in the second harmonic noise region of the tread. The evaluation method for the single-tire tread noise test is implemented based on a single-tire tread noise test device, and the single-tire tread noise test device includes a tire test bench, a noise sensor, and a vibration sensor. There are multiple noise sensors, which are distributed on the side of the tire, and the noise sensors are located on the same plane. The vibration sensor is located on the rotating shaft of the tire.

2. The method for evaluating tire tread noise according to claim 1, characterized in that, In S1, three tests are carried out under each group of speed conditions, and the tire rotates forward and backward each time, and the difference between the maximum value and the minimum value of the noise collection in each test is compared. When the difference is greater than K, re-testing is carried out. When the difference is less than or equal to K, the collected data is averaged. The range of K is 0 dB(A) - 0.2 dB(A).

3. The method for evaluating tire tread noise according to claim 2, characterized in that, The correlation coefficient is calculated before signal separation in S2. When the correlation coefficient is greater than or equal to 0.5, signal separation is carried out. When the correlation coefficient is less than 0.5, step S1 is re-performed.

4. The method for evaluating tire tread noise according to claim 1, characterized in that, The single-tire tread noise test device further includes a host computer, and the host computer is electrically connected to the tire test bench, the noise sensor, and the vibration sensor respectively.

5. The method for evaluating tire tread noise according to claim 1, characterized in that, The noise sensors are divided into two groups, including a sidewall noise sensor group and a crown noise sensor group; the sidewall noise sensor group is distributed transversely on the side of the tire sidewall; the crown noise sensor group is distributed axially on the front and rear sides of the tire crown.

6. The method for evaluating tire tread noise according to claim 5, characterized in that, The tire diameter range is 60 cm - 80 cm; the tire section width range is 6.00 in - 14.00 in.

7. The method for evaluating tire tread noise according to claim 6, characterized in that, The height difference range between the plane where the noise sensor is located and the tire contact area is 9.5 cm - 10.5 cm.

8. The method for evaluating tire tread noise according to claim 7, characterized in that, The distance range between adjacent sensors in the sidewall noise sensor group is 19 cm - 21 cm; the distance range between the sidewall noise sensor group and the center line of the tire is 19.5 cm - 20.5 cm.

9. The method for evaluating tire tread noise according to claim 8, characterized in that, The distance range between the crown noise sensor group and the axis of the tire is 44.5 cm - 45.5 cm.

10. The method for evaluating tire tread noise according to claim 1, characterized in that, The tire axle is provided with two or more vibration sensors, and at least one vibration sensor is provided at each end of the tire axle.

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