A method for evaluating the sensitivity of tire-radiated noise to airborne sound inside a vehicle

Abstract

The present invention provides a method for evaluating the sensitivity of tire-radiated noise to the airborne sound inside a vehicle. The method comprises: calibrating a sound source and a sound pressure sensor; placing the sound source on each tire of the vehicle and the sound pressure sensor on the front and rear rows of the vehicle; causing the sound source to emit sound and recording the sound pressure data measured by the sound pressure sensor in real time; and calculating the tire noise insulation according to a data processing rule for evaluating the sensitivity of tire-radiated noise to the airborne sound inside the vehicle. The data processing rule comprises: first calculating the sound insulation of each sound source and each sound pressure sensor; calculating the sound insulation of each tire to the front and rear rows of the vehicle by power averaging; and finally calculating the sound insulation of the front and rear wheels to the front and rear rows, respectively, by power averaging. This invention significantly improves the accuracy of evaluating the sensitivity of tire-radiated noise to the airborne sound inside the vehicle.

Description

Technical Field

[0001] The present invention relates to the field of automobile evaluation, and in particular to a method for evaluating the sensitivity of tire radiation noise to air noise inside a vehicle. Background Art

[0002] Tire noise is one of the main noise sources when a car is driving at a constant speed. Tire noise is transmitted through both structural and airborne pathways. Airborne transmission refers to the transmission of tire radiated noise through the air, wheel covers, hub cover sheet metal, and vehicle interior components to the ears inside the vehicle. To optimize tire noise within the passenger compartment, in addition to reducing noise sources by optimizing the tire's inherent structure, such as material and tread pattern, sound absorption and insulation design from the tire to the vehicle interior is equally important. Proper design of acoustic components, such as sheet metal structures near the tires and interior and exterior materials, can effectively attenuate tire noise within the vehicle.

[0003] To guide engineers in the rational design of acoustic package components near tires, evaluate the vehicle body's ability to attenuate tire-radiated noise, and develop a method for evaluating the airborne noise sensitivity of tire-radiated noise transmitted into the vehicle interior, it is crucial to develop a method. Existing technical methods primarily target noise sources such as the engine and exhaust system, but there is no method specifically designed to evaluate the sensitivity of tire-radiated noise. When a car is driving, the wheels roll and contact the ground, generating radiated noise. Each wheel has a different noise impact at each location within the vehicle. Each tire, when installed on a vehicle, has four surfaces: front, rear, left, and right. The radiated noise from each wheel surface varies in magnitude, and each surface has a different transmission path into the vehicle interior. Existing methods do not separately evaluate the airborne noise sensitivity of tire-radiated noise into the vehicle interior, nor do they specifically distinguish the impact of each of the four tire surfaces on interior noise. This hinders engineers from further analyzing and optimizing tire noise within the vehicle. Summary of the Invention

[0004] To address the shortcomings of the prior art, the present invention aims to provide a method for evaluating the sensitivity of tire-radiated noise to the airborne sound inside a vehicle. By simulating the radiated noise emitted by the tire using a high-frequency volumetric point sound source, the noise attenuation from different tires to different locations inside the vehicle is tested and analyzed, resulting in a more comprehensive and accurate evaluation result.

[0005] In order to achieve the above-mentioned object of the invention, the present invention adopts the following technical solution:

[0006] According to the present invention, a method for evaluating the sensitivity of tire radiated noise to airborne sound inside a vehicle is provided, the method comprising:

[0007] Step 1: calibrate the sound source and sound pressure sensor;

[0008] Step 2: placing the sound source on each tire of the test vehicle and placing the sound pressure sensor inside the test vehicle, ensuring that both the front and rear rows of the test vehicle are equipped with sound pressure sensors;

[0009] Step 3: Make the sound source emit sound, and record the sound pressure data measured by the sound pressure sensor in real time;

[0010] Step 4: Calculate the tire noise insulation value according to the data processing rules. The tire noise insulation value is used to evaluate the sensitivity of tire radiated noise to the airborne sound inside the vehicle.

[0011] The data processing rules are:

[0012] The tire noise insulation level includes a first sound insulation level, a second sound insulation level, and a third sound insulation level;

[0013] First, a first sound insulation value is calculated, where the first sound insulation value is the sound insulation value of each sound source and each sound pressure sensor;

[0014] Calculating second sound insulation values ​​by power averaging based on the first sound insulation values, where the second sound insulation values ​​are the sound insulation values ​​of the sound source provided on each tire to the front and rear seats of the vehicle;

[0015] According to the second sound insulation value, third sound insulation values ​​are calculated by power averaging, and the third sound insulation values ​​are the sound insulation values ​​of the sound sources arranged on the front wheels and rear wheels of the test vehicle to the front row and the rear row, respectively.

[0016] Preferably, a single-value tire noise insulation is calculated based on the tire noise insulation value, and the calculation formula is: ,in, For the single-value tire noise insulation, is the tire noise insulation value of the linear numerical average value in the preset low-frequency range, is the tire noise insulation value of the linear numerical average value in the preset mid-frequency range, The tire noise insulation value is the linear numerical average value within a preset high frequency range.

[0017] Preferably, at least two sound sources are provided on each tire of the test vehicle, and the sound sources on the same tire are provided at different positions.

[0018] Preferably, four sound sources are provided on each tire of the test vehicle, respectively provided on the front side, rear side, outer side and inner side of the tire.

[0019] Preferably, three sound pressure sensors are respectively provided in the front row and the rear row of the test vehicle.

[0020] Preferably, the sound source is a high-frequency volume point sound source.

[0021] Compared with the prior art, the present invention has the following beneficial effects:

[0022] 1. This invention simulates the radiated noise emitted by different tires on the same test vehicle by placing high-frequency volume point sound sources on each tire of the vehicle. It then tests and calculates the noise attenuation of different tires, making the noise evaluation results more comprehensive and accurate.

[0023] 2. The present invention comprehensively measures the sound insulation of the front and rear rows of the vehicle by installing sound pressure sensors at different locations inside the vehicle. This allows the difference in tire sensitivity to airborne sound in the front and rear rows of the vehicle to be taken into account in the evaluation, making the noise evaluation results more instructive.

[0024] 3. Furthermore, the present invention can evaluate tire noise airborne sound sensitivity in a single-value form through a single-value processing method, which can make the evaluation of different vehicle models more convenient. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Other features, objects and advantages of the present invention will become more apparent upon reading the detailed description of non-limiting embodiments with reference to the following drawings:

[0026] Figure 1 is a block diagram of the evaluation method described in the examples;

[0027] Figure 2 Schematic diagram of the arrangement of high-frequency volume point sound source and sound pressure sensor in the embodiment;

[0028] Figure 3 Layout diagram of high-frequency volume point sound sources of the front and rear wheels in the embodiment;

[0029] Figure 4 Layout diagram of high-frequency volume point sound sources of the left front wheel in the embodiment.

[0030] Reference numerals:

[0031] 1- Sound pressure sensor;

[0032] 2-High frequency volume point sound source;

[0033] 3-front row;

[0034] 4-back row;

[0035] 5-Front wheel;

[0036] 6-Rear wheel. DETAILED DESCRIPTION

[0037] To make the objectives, technical solutions, and advantages of the embodiments of the present application more clear, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Generally, the components of the embodiments of the present application described and shown in the drawings herein can be arranged and designed in various different configurations.

[0038] Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the present application for protection, but merely represents selected embodiments of the present application. All other embodiments obtained by persons of ordinary skill in the art based on the embodiments in the present application without creative work are within the scope of protection of the present application.

[0039] It should be noted that similar numbers and letters represent similar items in the following figures. Therefore, once an item is defined in one figure, it does not need to be further defined or explained in subsequent figures. In addition, all directional indications in this application (such as up, down, left, right, front, back, bottom...) are only used to explain the relative position relationship, movement, etc. between the components under a specific posture (as shown in the figures). If the specific posture changes, the directional indication will also change accordingly. Furthermore, the descriptions of "first", "second", etc. in the application are for descriptive purposes only and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features.

[0040] Example

[0041] This embodiment provides a method for evaluating the sensitivity of tire radiation noise to the air inside the vehicle. Figure 1 As shown, it mainly includes the following steps:

[0042] Step S1 is test preparation, specifically:

[0043] 1) The doors, windows, sunroof, air-conditioning vents, etc. of the test vehicle are all closed, and no irrelevant items are removed from the vehicle.

[0044] 2) The test vehicle is placed in a semi-anechoic chamber that meets certain standards. Any reflective objects within 1.5 meters of the test vehicle must be removed. If these cannot be removed, they must be covered with a 50mm thick porous sound-absorbing material.

[0045] 3) The main equipment required for the test includes a sound pressure sensor 1, a high-frequency volume point sound source 2, a power amplifier, a calibrator, data acquisition equipment and software, a computer, and data cables such as BNC cables and network cables for connecting between devices.

[0046] Step S2 is device calibration, specifically:

[0047] 4) Calibrate sound pressure sensor 1.

[0048] 5) Calibrate the high-frequency volume point sound source 2. By controlling the volume acceleration of the sound source, the sound pressure level of one-third octave band at the nozzle of the high-frequency volume point sound source 2 is obtained.

[0049] Step S3 is the test arrangement, specifically:

[0050] 6) If Figure 2 As shown, three sound pressure sensors 1 are arranged in the front row 3 and the rear row 4 in the car respectively. The front row 3 includes the driver's outer ear, the front passenger's outer ear, and the front body centerline. The rear row 4 includes the left seat outer ear, the rear seat right seat outer ear, and the rear body centerline, a total of 6 positions.

[0051] 7) The outer ear refers to the area near the passenger's ear on the side of the seat closest to the outside of the vehicle. The front centerline refers to the area between the driver's and passenger's outer ears, at the same height.

[0052] 8) All sound pressure sensors 1 are pointed vertically downward.

[0053] 9) If Figure 3 As shown in the figure, high-frequency volume point sound sources 2 are sequentially placed on the four surfaces of the four wheels of the car, for a total of 16 locations. The four tires include two front wheels 5 and two rear wheels 6. The four surfaces of the tires include the front, rear, outer, and inner surfaces. All sound sources are placed parallel to the ground and at a certain distance from the ground.

[0054] 10) If Figure 3 As shown, when the high-frequency volume point sound source 2 is arranged in front of and behind the wheel, the high-frequency volume point sound source 2 is parallel to the Y direction of the vehicle body and maintains a certain distance. The sound source is arranged at the transverse center line of the wheel and toward the center of the vehicle body.

[0055] 11) If Figure 3 As shown, when the high-frequency volume point sound source 2 is arranged outside and inside the wheel, the high-frequency volume point sound source 2 is parallel to the X direction of the vehicle body and maintains a certain distance. The sound source is arranged at the longitudinal center line of the wheel and toward the center of the vehicle body.

[0056] 12) Connect the high-frequency volume point sound source 2, power amplifier, sound pressure sensor 1, data acquisition equipment, computer and other equipment, and calibrate all sound pressure sensors 1.

[0057] Step S4 is data collection, specifically:

[0058] 13) Before testing, record the background sound pressure data of the vehicle interior sound pressure sensor 1 when the high-frequency volume point sound source 2 is not turned on.

[0059] 14) Turn on high-frequency volume point sound source 2 and adjust the sound source power through the power amplifier so that the volume acceleration of high-frequency volume point sound source 2 during testing is equal to that during calibration. At the same time, ensure that the sound pressure data of each sound pressure sensor in the vehicle at each one-third octave frequency range of 1200-10000Hz is at least 10dB higher than the background sound pressure data.

[0060] 15) The test officially begins. A high-frequency volume point sound source 2 is activated. The sound pressure data P from the six sound pressure sensors 1 inside the vehicle are recorded at 16 locations. This totals 96 data sets, stored in a one-third octave spectrum from 200 to 10,000 Hz.

[0061] Step S5 is data processing, specifically:

[0062] 16) Calculate the sound insulation between the high-frequency volume point sound source 2 at the tire and the in-vehicle sound pressure sensor 1 using the following formula:

[0063]

[0064] Where: TPNR side,i It is expressed as the sound insulation value from the tire side to the i position in the car, with a total of 96. SPL side,i It is represented by the sound pressure level of sound pressure sensor 1 at location i in the vehicle when the sound source is at the side of the tire, with a total of 96.

[0065] 17) Calculate the sound insulation of the sound source at each tire surface to the front row 3 and rear row 4 by power averaging. The calculation formula is:

[0066]

[0067]

[0068] Where: It is expressed as the sound insulation of the tire side to the front row 3, a total of 16, of which the sound insulation of the front wheel 5 to the front row 3 is 8, expressed as , the sound insulation of the rear wheel 6 to the front row 3 is 8, which is expressed as .

[0069] It is expressed as the sound insulation of the tire side to the rear 4, a total of 16, of which the sound insulation of the front wheel 5 to the rear 4 is 8, expressed as , the sound insulation of the rear wheel 6 to the rear row 4 is 8, which is expressed as .

[0070] 18) Calculate the sound insulation of the front row 3 and rear row 4 from the sound sources at the front wheel 5 and rear wheel 6 respectively by power averaging:

[0071]

[0072]

[0073]

[0074]

[0075] Where: It is expressed as the sound insulation of the front wheel 5 to the front row 3, and other expressions are similar.

[0076] 19) In order to facilitate the comparison of tire noise airborne sound sensitivity of different vehicle models, the present invention proposes a single-value processing method for tire noise sound insulation.

[0077] The linear numerical average of tire noise insulation from 200Hz to 630Hz is expressed as .

[0078] The linear numerical average of tire noise insulation from 800Hz to 3150Hz is expressed as .

[0079] The linear numerical average of tire noise insulation from 4000Hz to 10000Hz is expressed as .

[0080] The single-value tire noise insulation is expressed as .

[0081] The above process yields the sound insulation values ​​for the front and rear seats of the vehicle for each tire. This value can be used to evaluate the airborne noise sensitivity of the test vehicle's tires to the interior. A higher sound insulation value indicates a lower airborne noise sensitivity, less likely tire noise is transmitted into the vehicle interior, and a better vehicle design for noise attenuation.

[0082] The method proposed in the present invention mainly simulates the radiated noise emitted by the tires through a high-frequency volume point sound source 2. The sound sources are arranged in sequence on the four sides of the four tires, and the noise attenuation from the four sides of each tire to the front and rear rows of the vehicle is measured. A comparative analysis is then performed to guide the design of sound-absorbing and sound-insulating materials on the vehicle body near the tires.

[0083] The method proposed in this invention is applicable to electric vehicles, gasoline-powered vehicles, hybrid vehicles, and other new energy vehicles. It is not affected by the vehicle's powertrain type and can be applied to sedans, SUVs, pickup trucks, light buses, and other models, showing high applicability.

[0084] The number and placement of the sound pressure sensors 1 mentioned in the present invention can be similar or different to achieve the same purpose. The placement and orientation of the high-frequency volume point sound source 2 mentioned in the present invention, whether on the front, rear, exterior, or interior of the tire, can be similar or different to achieve the same purpose.

[0085] The above describes the specific embodiments of the present invention. Based on the above description, relevant personnel can make various changes and modifications without departing from the scope of the technical concept of this invention.

Claims

1. A method for evaluating the sensitivity of tire radiated noise to airborne sound inside a vehicle, characterized in that: The evaluation method includes: Step 1: calibrate the sound source and sound pressure sensor; Step 2: placing the sound source on each tire of the test vehicle and placing the sound pressure sensor inside the test vehicle, ensuring that both the front and rear rows of the test vehicle are equipped with sound pressure sensors; Step 3: Make the sound source emit sound, and record the sound pressure data measured by the sound pressure sensor in real time; Step 4: Calculate the tire noise insulation value according to the data processing rules. The tire noise insulation value is used to evaluate the sensitivity of tire radiated noise to the airborne sound inside the vehicle. The data processing rules are: The tire noise insulation level includes a first sound insulation level, a second sound insulation level, and a third sound insulation level; First, a first sound insulation value is calculated, where the first sound insulation value is the sound insulation value of each sound source and each sound pressure sensor; Calculating second sound insulation values ​​by power averaging based on the first sound insulation values, where the second sound insulation values ​​are the sound insulation values ​​of the sound source provided on each tire to the front and rear seats of the vehicle; According to the second sound insulation value, third sound insulation values ​​are calculated by power averaging, and the third sound insulation values ​​are the sound insulation values ​​of the sound sources arranged on the front wheels and rear wheels of the test vehicle to the front row and the rear row, respectively.

2. The method for evaluating the sensitivity of tire radiated noise to vehicle interior air noise according to claim 1, characterized in that: According to the tire noise insulation, the single-value tire noise insulation is calculated, and the calculation formula is: TPNR = (TPNR low +TPNR mid +TPNR high ) / 3, where TPNR is the single-value tire noise insulation, TPNR low The tire noise insulation value is the linear numerical average value in the preset low frequency range, TPNR mid The tire noise reduction value is the linear numerical average value within the preset mid-frequency range, TPNR high The tire noise insulation value is the linear numerical average value within a preset high frequency range.

3. The method for evaluating the sensitivity of tire radiated noise to vehicle interior air noise according to claim 1, characterized in that: At least two sound sources are arranged on each tire of the test vehicle, and the sound sources on the same tire are arranged at different positions.

4. The method for evaluating the sensitivity of tire radiated noise to vehicle interior air noise according to claim 1, wherein: Four sound sources are provided on each tire of the test vehicle, respectively disposed on the front side, rear side, outer side and inner side of the tire.

5. The method for evaluating the sensitivity of tire radiated noise to vehicle interior air noise according to claim 1, wherein: Three sound pressure sensors are respectively provided in the front row and the rear row of the test vehicle.

6. The method for evaluating the sensitivity of tire radiated noise to airborne sound in a vehicle according to claim 1, wherein: The sound source is a high-frequency volume point sound source.

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