Electric automobile tire mute performance test cabin

Abstract

The invention relates to the technical field of tire testing, in particular to an electric automobile tire mute performance testing cabin which comprises a sound insulation cabin and a work station. A test road is laid on the sound insulation foundation, a plurality of ground noise collectors are arranged on the road surface of the test road, and a plurality of environmental noise collectors are mounted above the outer side of the test road; the limiting track is mounted on the outer side of the test road and is used for limiting and restraining the trolley mechanism; the trolley mechanism is arranged on the test road and used for loading the mute tire, the mute tire is in rolling contact with the test road, and the trolley mechanism is in sliding constraint connection with the limiting track; the plurality of ground noise collectors are used for detecting vibration and noise of a test road when the trolley mechanism passes, and the plurality of environment noise collectors are used for detecting tire noise in the environment when the trolley mechanism passes; the tire rolls on a test road which is closer to the real road condition, real tire noise and wind noise are generated, and the accuracy and comprehensiveness of a test result are improved.

Description

Technical Field

[0001] This invention relates to the technical field of tire testing, and in particular to a test chamber for the noise performance of electric vehicle tires. Background Technology

[0002] The noise reduction performance of electric vehicle tires is an important indicator of the comfort and quietness of electric vehicles. Existing technologies typically use test chambers to test tire noise reduction performance. Chinese invention patent application CN120628639A discloses a tire noise testing system, which includes: a base with a drive box at its top, the top of the drive box being fixedly connected to a turntable via a rotating shaft, and a tire fixing mechanism on the turntable; a simulated road surface mounting mechanism is also provided at one end of the base. Tires of different sizes are clamped and fixed, and then a simulated road surface plate is moved to contact the tire via the simulated road surface mounting mechanism. The drive box then rotates the tire, and finally, the tire is rotated to achieve rotation, while noise is collected and tested during rotation. Chinese invention patent application CN118641231A discloses a controlled-environment tire-road noise indoor testing device and method. This testing device includes a soundproof enclosure, a steel frame, a spray system, a ring loading system, wheels, a pressure control system, a temperature control system, and a data acquisition system. The soundproof enclosure surrounds the entire steel frame; the sprinkler system includes an inlet pipe, an outlet pipe, and a water valve; the ring-shaped loading system includes a ring-shaped loading platform; the wheels are located directly above the ring-shaped loading platform; and the pressure control system is connected to the wheel axles. This invention can simulate different environmental factors such as road surface humidity, temperature, and vehicle speed, and simulate and test tire-road contact noise under different environmental conditions.

[0003] The aforementioned existing technologies all use the contact method between the tire and the drum-shaped simulated road surface for testing. During the test, the contact part between the tire tread and the drum-shaped simulated road surface is an inwardly concave arc-shaped deformation part, which is different from the normal deformation of the tire, resulting in different noise, which in turn leads to inaccurate noise reduction performance test results. Moreover, the tire position is fixed throughout, so no wind noise is generated, and the tire noise reduction performance test results are not comprehensive enough. Summary of the Invention

[0004] To address the aforementioned technical problems, this invention provides an electric vehicle tire noise performance test chamber that allows tires to roll on a test track that more closely resembles real road conditions, generating realistic tire noise and wind noise, thereby improving the accuracy and comprehensiveness of test results.

[0005] This invention discloses an electric vehicle tire noise reduction performance testing chamber, comprising a soundproof chamber with a workstation installed inside; further comprising: a soundproof foundation located in the center of the soundproof chamber floor, on which a test road is laid flat, including at least one straight section; multiple ground noise collectors installed on the test road surface; and multiple environmental noise collectors installed above and outside the test road; a limiting rail installed outside the test road, the limiting rail being arranged following the route of the test road, and used to limit and constrain a trolley mechanism; the trolley mechanism is mounted on the test road and is used to load the noise-reducing tire. The silent tires roll in contact with the test track, while the trolley mechanism is connected to the limiting track via sliding constraints. Multiple ground noise collectors detect vibrations and noise from the test track as the trolley mechanism passes, and multiple environmental noise collectors detect tire noise in the environment as the trolley mechanism passes. The workstation is electrically connected to the multiple ground noise collectors and multiple environmental noise collectors, and wirelessly connected to the trolley mechanism, enabling the workstation to collect noise data received by the multiple ground noise collectors and multiple environmental noise collectors. The soundproof chamber isolates external noise, reducing interference from external environmental noise. During operation, a silent tire is loaded onto the trolley mechanism. The pressure of the trolley mechanism is adjusted to simulate a real load on the silent tire. The trolley mechanism moves along the test track under the constraint of the limit rails and gradually accelerates to a specified speed. Multiple ground noise collectors are positioned closer to the contact area between the tire and the test track to more accurately detect the noise signal between the silent tire and the test track, and the noise signals of the tire on straight sections and curves are recorded separately. Multiple environmental noise collectors are set at designated locations on the test track, and the distance between the environmental noise collectors and the test track is adjusted to more accurately detect noise. The system records tire noise signals transmitted in the environment, specifically recording noise signals at straight and curved sections. The workstation receives and analyzes these noise signals to obtain tire noise performance parameters. Compared to existing technologies, this system uses a test road that more closely resembles real road conditions instead of the traditional rounded simulated road surface. It includes both straight and curved sections, and the contact area between the tire and the test road is identical to the actual deformation of the tire, thus generating the same noise and improving the accuracy of tire noise performance test results. Furthermore, the movement of the tire on the test road generates wind noise, further enhancing the comprehensiveness of the tire noise performance test results.

[0006] Preferably, the limiting track includes an outer track arranged along the outer edge of the test path and an inner track arranged along the inner edge of the test path. The outer and inner tracks are installed on a soundproof foundation by multiple supports. The two sides of the trolley mechanism are slidably connected to the outer and inner tracks, respectively. The multiple supports support and fix the outer and inner tracks, and the two sides of the trolley mechanism are slidably connected to the outer and inner tracks, thereby limiting the movement path of the trolley mechanism and ensuring that the trolley mechanism always moves on the test path, thus improving the stability of the trolley mechanism. In order to minimize the noise at the connection between the trolley mechanism and the outer track and the soundproof chamber, a non-contact connection method can be used, such as a magnetic levitation structure. Alternatively, the noise between the trolley mechanism and the outer and inner tracks can be collected as an environmental noise signal and subjected to noise reduction and stripping processing in post-processing to improve the accuracy of the detection. Specific noise reduction methods are not described in detail here.

[0007] Preferably, it also includes multiple shock absorbers, which are installed on multiple supports respectively; by installing multiple shock absorbers to buffer the multiple supports, the vibration amplitude of the multiple supports is reduced, thereby reducing the vibration of the outer and inner tracks and reducing the interference noise of the outer and inner tracks.

[0008] Preferably, the vehicle mechanism includes: The frame has a tire assembly mounted on it for loading and driving the tires. Multiple dynamic noise collectors are mounted on the frame for detecting noise signals from the tires and the frame. The power supply is mounted on the chassis and is used to power the tire assembly and control box. The control box is mounted on the chassis and contains a wireless communication module and a control unit for the tire assembly. The track assemblies are installed on both sides of the frame and are slidably connected to the outer track and the inner track, respectively. The fairing is installed at the front of the chassis. The chassis, power supply, control box, tire assembly, and track assembly constitute the single-wheel vehicle structure. The control box communicates with the workstation via a wireless communication module. The tires are loaded onto the tire assembly and rolled on the test track under a certain load. The power supply provides power to the control box and tire assembly. The control unit in the control box controls the operation of the tire assembly, which drives the tires to rotate, thus causing the tires to roll on the test track. The track assemblies on both sides of the chassis, constrained by the outer and inner tracks, move the tires and the single-wheel vehicle structure along the test track. The fairing guides the airflow in front of the tires, simulating the wheel cavity of a real electric vehicle, thereby generating realistic tire wind noise. Multiple dynamic noise collectors detect the noise of the chassis and tire wind noise in real time at close range. The noise signals are sent to the workstation via the wireless communication module of the control box. The structure is simple and compact, capable of simulating a real vehicle, thereby further improving the realism of tire noise.

[0009] Preferably, the track assembly includes a crossbeam mounted on the side of the frame, and a column that can be lifted and lowered on the outer end of the crossbeam. A lower track wheel is rotatably mounted on the lower part of the column, and an upper track wheel is rotatably mounted on the upper part of the column. The lower track wheel rolls in contact with the lower surface of the outer or inner track, and the upper track wheel rolls in contact with the upper surface of the outer or inner track. By rolling the lower and upper track wheels with both sides of the outer or inner track, derailment accidents are avoided. The column can be lifted and lowered to connect with the crossbeam, so that the crossbeam and the frame can be adaptively raised and lowered according to the load of the tires, improving adaptability and versatility.

[0010] Preferably, it also includes two screws screwed onto the two columns, the lower ends of which are respectively connected to the two crossbeams; by rotating the two screws, the two screws drive the two columns to rise and fall at the ends of the two crossbeams under the action of the threads, thereby adjusting the overall height of the frame, so that tires of different diameters can roll into contact with the test road, improving versatility.

[0011] Preferably, it also includes two buffer springs, the lower ends of which are connected to the two crossbeams respectively, and the upper ends of which are rotatably connected to the lower ends of the two screws respectively; the two buffer springs make the two screws elastically connected to the two crossbeams respectively, thereby making the two columns elastically connected to the two crossbeams, so that the two columns adapt to the tilting posture of the frame and the two crossbeams, improving practicality.

[0012] Preferably, it also includes two counterweight rods respectively installed on two crossbeams, and multiple counterweight blocks can be detachably installed on both counterweight rods; the multiple counterweight blocks are respectively installed on the two crossbeams through the two counterweight rods, thereby distributing the weight on both sides of the frame and adjusting the load on the tires.

[0013] Preferably, the tire assembly includes a motor mounted on the frame, a control box mounted on the output shaft end face of the motor, a wheel hub mounted on the control box by multiple bolts, and a tire mounted on the wheel hub. After the tire is mounted on the wheel hub, it is inflated and dynamically balanced to form the tire assembly. The wheel hub is mounted on the mounting flange by bolts to complete the tire loading. The motor is electrically connected to the power supply and the control unit of the control box. The motor drives the mounting flange and the wheel hub to rotate, and the wheel hub drives the tire to rotate. The tire friction test road surface drives the single-wheel vehicle structure to move, making the movement performance and structural noise closer to that of an electric vehicle, and improving the noise accuracy.

[0014] Preferably, the vehicle also includes a first rudder plate rotatably mounted on the frame, located near the inner rail; a first servo motor mounted on the frame, with the frame's output shaft connected to the first rudder plate; and a second rudder plate rotatably mounted on the frame, located near the outer rail; a second servo motor mounted on the frame, with the second servo motor's output shaft connected to the second rudder plate; a second control unit for the first servo motor and the second rudder plate is housed inside the control box; the control box also contains speed sensors, acceleration sensors, and gyroscopes, etc., to monitor the motion parameters of the single-wheeled vehicle structure and control... Control unit two controls the actions of servo motor one and servo motor two according to the above motion parameters. Servo motor one and servo motor two adjust the tilt angles of rudder plate one and rudder plate two respectively, so that rudder plate one and servo motor two are subjected to different wind resistances, thereby dynamically adjusting the forces on both sides of the frame, so that the single-wheel vehicle structure maintains a stable posture. In particular, when the single-wheel vehicle structure moves on the curves of the test road, the tilt angle of rudder plate one located on the inside of the curve increases, so that the inner resistance of the single-wheel vehicle structure is greater than the outer resistance, generating a turning torque, assisting the single-wheel vehicle structure to turn, and improving the stability of movement.

[0015] The beneficial effects of this invention are as follows: a test road that is closer to real road conditions is used instead of the traditional round drum-shaped simulated road surface, and straight sections and curves are set up. The contact part between the tire and the test road is the same as the actual deformation part of the tire, thereby generating the same noise, thus improving the accuracy of the tire noise performance test results; moreover, the tire moving on the test road will generate wind noise, thereby improving the comprehensiveness of the tire noise performance test results. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 This is a top view of the structure of the present invention; Figure 3 It is a structural diagram of the soundproof foundation, test road, ground noise collector, environmental noise collector, limit track and trolley mechanism, etc. Figure 4 It is a side view schematic diagram of the structure of the soundproof foundation, test road, ground noise collector, environmental noise collector, limit track and trolley mechanism, etc. Figure 5 It is a structural diagram of the soundproof foundation, test road, ground noise collector, environmental noise collector, and limiting track, etc. Figure 6 It is a structural diagram of the car mechanism and tires, etc. Figure 7 It is a structural diagram of the frame, dynamic noise collector, power supply, control box, crossbeam, column, lower rail wheel, upper rail wheel and screw, etc. Figure 8 This is a top view of the trolley mechanism. Figure 9 It is a structural diagram showing the disassembled state of the frame, dynamic noise collector, power supply, control box, crossbeam, column, lower track wheel, upper track wheel and screw, etc. Figure 10 It is a structural diagram of components such as motors, mounting flanges, wheel hubs, and tires.

[0017] The following are labels in the attached diagram: 1. Soundproof cabin; 2. Workstation; 3. Soundproof foundation; 4. Test track; 5. Ground noise collector; 6. Environmental noise collector; 7. Limiting rail; 8. Trolley mechanism; 9. Outer rail; 10. Inner rail; 11. Support column; 12. Shock absorber; 13. Frame; 14. Dynamic noise collector; 15. Power supply; 16. Control box; 17. Crossbeam; 18. Column; 19. Lower track wheel; 20. Upper track wheel; 21. Screw; 22. Buffer spring; 23. Counterweight rod; 24. Counterweight block; 25. Motor; 26. Mounting flange; 27. Hub; 28. Fairing; 29. ​​Rudder plate one; 30. Rudder motor one; 31. Rudder plate two; 32. Rudder motor two. Detailed Implementation

[0018] To facilitate understanding of the present invention, a more complete description will be given below with reference to the accompanying drawings. The present invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

[0019] Example 1 like Figures 1 to 9 As shown, an electric vehicle tire noise reduction test chamber includes a soundproof chamber 1, with a workstation 2 installed inside the soundproof chamber 1; it also includes: a soundproof foundation 3 located in the center of the ground of the soundproof chamber 1, a test road 4 laid flat on the soundproof foundation 3, the test road 4 having at least one straight section, multiple ground noise collectors 5 installed on the surface of the test road 4, and multiple environmental noise collectors 6 installed above the outer side of the test road 4; a limiting rail 7 installed on the outer side of the test road 4, the limiting rail 7 being arranged according to the route of the test road 4, and the limiting rail 7 being used to limit and constrain a trolley mechanism 8; the trolley mechanism 8 is installed on the test road 4, the trolley mechanism 8 is used to load a silent tire, the silent tire is in rolling contact with the test road 4, and the trolley mechanism 8 is slidably constrained to the limiting rail 7; the multiple ground noise collectors 5 are used to detect the vibration and noise of the test road 4 caused by the trolley mechanism 8 passing through, and the multiple environmental noise collectors 6 are used to detect tire noise in the environment when the trolley mechanism 8 passes through.

[0020] Workstation 2 is electrically connected to multiple ground noise collectors 5 and multiple environmental noise collectors 6, and wirelessly connected to the trolley mechanism 8. This allows workstation 2 to collect noise data received by the multiple ground noise collectors 5 and multiple environmental noise collectors 6. The soundproof chamber 1 isolates external noise and reduces interference from external environmental noise. During operation, a silent tire is loaded onto the trolley mechanism 8, and the pressure of the trolley mechanism 8 is adjusted to simulate a real load on the silent tire. The trolley mechanism 8 moves along the test track 4 under the constraint of the limit track 7 and gradually accelerates to a specified speed. The multiple ground noise collectors 5 move closer to the contact point between the tire and the test track 4, thereby more accurately detecting the noise signal between the silent tire and the test track 4, and recording the tire's noise levels on straight sections and curves. Noise signals; multiple environmental noise collectors 6 are respectively set at designated positions on the test road 4. The distance between the multiple environmental noise collectors 6 and the test road 4 is adjusted to more accurately detect the tire noise signals transmitted in the environment, and the noise signals of the tire on straight roads and curves are recorded respectively; the workstation 2 receives the above noise signals and analyzes and processes them to obtain tire noise performance parameters; compared with the existing technology, the test road 4, which is closer to the real road conditions, is used instead of the traditional round drum-shaped simulated road surface, and straight roads and curves are set. The contact part between the tire and the test road 4 is the same as the real deformation part of the tire, thus generating the same noise, thereby improving the accuracy of the tire noise performance test results; moreover, the movement of the tire on the test road 4 will generate wind noise, thereby improving the comprehensiveness of the tire noise performance test results.

[0021] Specifically, the limiting track 7 includes an outer track 9 arranged along the outer edge of the test track 4 and an inner track 10 arranged along the inner edge of the test track 4. The outer track 9 and the inner track 10 are mounted on the soundproof foundation 3 via multiple support pillars 11. The two sides of the trolley mechanism 8 are slidably connected to the outer track 9 and the inner track 10, respectively. It also includes multiple shock absorbers 12, which are respectively mounted on multiple support pillars 11. The trolley mechanism 8 includes a frame 13, on which a tire assembly is mounted. The tire assembly is used to load and drive tires. Multiple dynamic noise reduction devices are mounted on the frame 13. Noise collector 14, multiple dynamic noise collectors 14 are used to detect noise signals on the tires and frame 13; power supply 15, the power supply 15 is mounted on the frame 13, the power supply 15 is used to supply power to the tire assembly and control box 16, the control box 16 is mounted on the frame 13, and the control box 16 is equipped with a wireless communication module and a control unit for the tire assembly; track assembly, the track assembly is respectively mounted on both sides of the frame 13, the track assembly is slidably connected to the outer track 9 and the inner track 10 respectively; fairing 28, the fairing 28 is mounted on the front of the frame 13.

[0022] Multiple support pillars 11 support and fix the outer track 9 and inner track 10; multiple shock absorbers 12 are installed to buffer the multiple support pillars 11, reducing the vibration amplitude of the multiple support pillars 11, thereby reducing the vibration of the outer track 9 and inner track 10, and reducing the interference noise of the outer track 9 and inner track 10; the frame 13, power supply 15, control box 16, tire assembly and track assembly constitute the single-wheel vehicle structure; the control box 16 communicates with the workstation 2 via a wireless communication module; the tire is loaded onto the tire assembly and rolls on the test track 4 with a certain load; the power supply 15 supplies power to the control box 16 and tire assembly; the control unit of the control box 16 controls the operation of the tire assembly; the tire assembly drives the tire to rotate, thereby causing the tire to roll on the test track 4; the sides of the frame 13... Under the constraint of the outer track 9 and the inner track 10, the track assembly moves the tires and the single-wheel vehicle structure along the test path 4. The deflector 28 guides the air in front of the tires, simulating the wheel cavity of a real electric vehicle, thereby generating real tire wind noise. Multiple dynamic noise collectors 14 detect the noise of the frame 13 and the tire wind noise in real time at close range. The noise signal is sent to the workstation 2 through the wireless communication module of the control box 16. In order to minimize the noise at the connection between the track assembly and the outer track 9 and the soundproof chamber 1, a non-contact connection method can be used, such as a magnetic levitation structure. Alternatively, the noise between the vehicle mechanism 8 and the outer track 9 and the inner track 10 can be collected as an environmental noise signal and subjected to noise reduction and stripping processing in post-processing to improve the accuracy of the detection. Specific noise reduction methods are not described in detail here.

[0023] Example 2 like Figures 6 to 9 As shown, based on Embodiment 1, the track assembly includes a crossbeam 17 mounted on the side of the frame 13, a column 18 that can be lifted and lowered and mounted on the outer end of the crossbeam 17, a lower track wheel 19 rotatably mounted on the lower part of the column 18, and an upper track wheel 20 rotatably mounted on the upper part of the column 18; the lower track wheel 19 rolls in contact with the lower surface of the outer track 9 or the inner track 10, and the upper track wheel 20 rolls in contact with the upper surface of the outer track 9 or the inner track 10; it also includes two screws 21 that are respectively rotatably screwed onto the two columns 18, and the lower ends of the two screws 21 are respectively connected to the two crossbeams 17; it also includes two buffer springs 22, the lower ends of the two buffer springs 22 are respectively connected to the two crossbeams 17, and the upper ends of the two buffer springs 22 are respectively rotatably connected to the lower ends of the two screws 21; it also includes two counterweight rods 23 that are respectively mounted on the two crossbeams 17, and multiple counterweight blocks 24 can be detachably mounted on the two counterweight rods 23.

[0024] The lower track wheel 19 and upper track wheel 20 are rolled to the sides of the outer track 9 or inner track 10 to avoid derailment. Multiple counterweights 24 are installed on the two crossbeams 17 through two counterweight rods 23 to balance the weight on both sides of the frame 13, thereby adjusting the load on the tires. Rotating the two screws 21 drives the two columns 18 to rise and fall at the ends of the two crossbeams 17 under the action of the threads, thereby adjusting the overall height of the frame 13. This allows tires of different diameters to roll into contact with the test track 4, improving versatility. Two buffer springs 22 elastically connect the two screws 21 to the two crossbeams 17, thereby elastically connecting the two columns 18 to the two crossbeams 17. The columns 18 can be raised and lowered to connect with the crossbeams 17, allowing the crossbeams 17 and the frame 13 to rise and fall adaptively with the load on the tires. The two columns 18 also adapt to the tilt of the frame 13 and the two crossbeams 17, thereby improving adaptability and versatility.

[0025] Example 3 like Figures 6 to 10 As shown, based on Embodiment 1, the tire assembly includes a motor 25 mounted on the frame 13, a control box 16 mounted on the output shaft end face of the motor 25, a wheel hub 27 mounted on the control box 16 by multiple bolts, and a tire mounted on the wheel hub 27; it also includes a rudder plate 29 rotatably mounted on the frame 13, the rudder plate 29 being located on the side near the inner track 10, a servo motor 30 mounted on the frame 13, the output shaft of the frame 13 being drivenly connected to the rudder plate 29, a rudder plate 31 rotatably mounted on the frame 13, the rudder plate 31 being located on the side near the outer track 9, a servo motor 32 mounted on the frame 13, the output shaft of the servo motor 32 being drivenly connected to the rudder plate 31, and a control unit 2 for the servo motor 30 and the rudder plate 31 being disposed inside the control box 16.

[0026] After the tire is mounted on the hub 27, inflated, and dynamically balanced, it forms the tire assembly. The hub 27 is bolted to the mounting flange 26, completing the tire loading. The motor 25 is electrically connected to the power supply 15 and the control unit of the control box 16. The motor 25 drives the mounting flange 26 and the hub 27 to rotate, and the hub 27 drives the tire to rotate. The tire friction test road 4 causes the single-wheel vehicle structure to move, making the movement performance and structural noise closer to that of an electric vehicle, thus improving noise accuracy. The control box 16 is also equipped with speed sensors, acceleration sensors, and gyroscopes to monitor the motion parameters of the single-wheel vehicle structure. The monitoring and control unit 2 controls the actions of servo motor 1 30 and servo motor 2 32 according to the above motion parameters. Servo motor 1 30 and servo motor 2 32 adjust the tilt angles of servo plate 1 29 and servo plate 2 31 respectively, so that servo plate 1 29 and servo motor 2 32 are subjected to different wind resistances, thereby dynamically adjusting the force on both sides of the frame 13, so that the single-wheel vehicle structure maintains a stable posture. In particular, when the single-wheel vehicle structure moves on the curves of test road 4, the tilt angle of servo plate 1 29 located on the inside of the curve increases so that the inner resistance of the single-wheel vehicle structure is greater than the outer resistance, generating a turning torque to assist the single-wheel vehicle structure in turning and improve the stability of movement.

[0027] like Figures 1 to 10 As shown, the present invention discloses an electric vehicle tire noise performance testing chamber. During operation, the tire is first mounted on the hub 27, inflated, and dynamically balanced to form the tire assembly. The hub 27 is bolted to the mounting flange 26. Rotating two screws 21 pushes down two crossbeams 17 and the frame 13, simulating the actual load on the tire with multiple counterweights 24. Then, a motor 25 drives the mounting flange 26 and hub 27 to rotate, causing the tire to rotate. The tire friction against the test track 4 moves the single-wheeled vehicle structure. The trolley mechanism 8 moves along the test track 4 under the constraints of the outer track 9 and inner track 10, gradually accelerating to a specified speed. Then, multiple ground noise collectors 5 detect the noise between the silent tire and the test track 4. The system collects and records the tire noise signals at straight and curved sections. Multiple environmental noise collectors 6 detect the tire noise signals transmitted in the environment and record the tire noise signals at straight and curved sections. Multiple dynamic noise collectors 14 detect the noise of the frame 13 and the wind noise of the tires at close range in real time. The noise signals are sent to the workstation 2 through the wireless communication module of the control box 16. The workstation 2 receives the noise signals and analyzes them to obtain the tire noise reduction performance parameters. Finally, when the trolley mechanism 8 passes through the curve of the test road 4, the tilt angle of the rudder plate 29 located on the inside of the curve is increased so that the inner resistance of the single-wheel vehicle structure is greater than the outer resistance, generating a turning torque to assist the single-wheel vehicle structure in turning and improve the stability of movement.

[0028] The main functions achieved by this invention are: 1. Test road 4, which is closer to real road conditions, is used instead of the traditional round drum-shaped simulated road surface. It is equipped with straight sections and curves. The contact part between the tire and test road 4 is the same as the actual deformation part of the tire, thus producing the same noise, thereby improving the accuracy of the tire noise performance test results. 2. The movement of tires on test road 4 will generate wind noise, thereby improving the comprehensiveness of the tire noise performance test results; 3. Employ multiple sets of matrix noise collectors to improve the accuracy of tire noise detection at different positions, speeds, and attitudes; 4. The single-wheel vehicle structure for loading tires can simulate real vehicles, thereby further improving the realism of tire noise; 5. It has a height-adjustable structure, which can be used with tires of different diameters, improving versatility; 6. It has an attitude adjustment structure, which makes the movement of the trolley mechanism 8 smoother and more stable.

[0029] The electric vehicle tire noise reduction performance test chamber of this invention uses common mechanical methods for installation, connection, or setup, and any method that achieves the desired beneficial effect can be implemented. The soundproof chamber 1, workstation 2, soundproof foundation 3, test road 4, ground noise collector 5, environmental noise collector 6, limiting rail 7, outer rail 9, inner rail 10, support column 11, shock absorber 12, dynamic noise collector 14, power supply 15, control box 16, crossbeam 17, column 18, lower track wheel 19, upper track wheel 20, screw 21, buffer spring 22, counterweight rod 23, counterweight block 24, motor 25, mounting flange 26, wheel hub 27, fairing 28, rudder plate 1 29, rudder motor 1 30, rudder plate 2 31, and rudder motor 2 32 are commercially available. Technical personnel in this industry only need to install and operate them according to the accompanying instruction manual, without requiring any creative effort from those skilled in the art.

[0030] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A noise reduction test chamber for electric vehicle tires, comprising a soundproof chamber (1) and a workstation (2) installed inside the soundproof chamber (1); characterized in that, Also includes: A soundproof foundation (3) is set in the middle of the ground of the soundproof chamber (1). A test road (4) is laid flat on the soundproof foundation (3). At least one straight road is set on the test road (4). Multiple ground noise collectors (5) are set on the road surface of the test road (4). Multiple environmental noise collectors (6) are installed on the upper outer side of the test road (4). The limiting rail (7) is installed on the outside of the test road (4). The limiting rail (7) and the test road (4) are arranged according to the shape. The limiting rail (7) is used to limit and constrain the trolley mechanism (8). The trolley mechanism (8) is set on the test road (4). The trolley mechanism (8) is used to load the silent tire. The silent tire rolls in contact with the test road (4). The trolley mechanism (8) is slidably constrained to the limiting rail (7). Multiple ground noise collectors (5) are used to detect the vibration and noise of the test road (4) when the trolley mechanism (8) passes by, and multiple environmental noise collectors (6) are used to detect tire noise in the environment when the trolley mechanism (8) passes by.

2. The electric vehicle tire noise performance testing chamber as described in claim 1, characterized in that, The limiting track (7) includes an outer track (9) arranged along the outer edge of the test road (4) and an inner track (10) arranged along the inner edge of the test road (4). The outer track (9) and the inner track (10) are installed on the soundproof foundation (3) by multiple pillars (11). The two sides of the trolley mechanism (8) are slidably connected to the outer track (9) and the inner track (10) respectively.

3. The electric vehicle tire noise performance testing chamber as described in claim 2, characterized in that, It also includes multiple shock absorbers (12), which are installed on multiple support columns (11).

4. The electric vehicle tire noise performance testing chamber as described in claim 1, characterized in that, The vehicle mechanism (8) includes: A frame (13) is mounted on the frame (13), the tire assembly is used to load and drive the tires, and multiple dynamic noise collectors (14) are mounted on the frame (13) for detecting noise signals on the tires and the frame (13). Power supply (15), the power supply (15) is mounted on the frame (13), the power supply (15) is used to supply power to the tire assembly and the control box (16), the control box (16) is mounted on the frame (13), and the control box (16) is equipped with a wireless communication module and the control unit of the tire assembly; The track assemblies are respectively installed on both sides of the frame (13) and are slidably connected to the outer track (9) and the inner track (10); Fairing (28) is mounted on the front of the frame (13).

5. The electric vehicle tire noise performance testing chamber as described in claim 4, characterized in that, The track assembly includes a crossbeam (17) mounted on the side of the frame (13), a column (18) that can be lifted and lowered on the outer end of the crossbeam (17), a lower track wheel (19) rotatably mounted on the lower part of the column (18), and an upper track wheel (20) rotatably mounted on the upper part of the column (18); the lower track wheel (19) rolls in contact with the lower surface of the outer track (9) or the inner track (10), and the upper track wheel (20) rolls in contact with the upper surface of the outer track (9) or the inner track (10).

6. The electric vehicle tire noise performance testing chamber as described in claim 5, characterized in that, It also includes two screws (21) that are screwed onto two columns (18) respectively, and the lower ends of the two screws (21) are respectively connected to the two crossbeams (17) for transmission.

7. The electric vehicle tire noise performance testing chamber as described in claim 6, characterized in that, It also includes two buffer springs (22), the lower ends of which are connected to two crossbeams (17) respectively, and the upper ends of which are rotatably connected to the lower ends of two screws (21) respectively.

8. The electric vehicle tire noise performance testing chamber as described in claim 5, characterized in that, It also includes two counterweight rods (23) installed on two crossbeams (17) respectively, and multiple counterweight blocks (24) can be detachably installed on the two counterweight rods (23).

9. The electric vehicle tire noise performance testing chamber as described in claim 4, characterized in that, The tire assembly includes a motor (25) mounted on the frame (13), a control box (16) mounted on the output shaft end face of the motor (25), a wheel hub (27) mounted on the control box (16) by multiple bolts, and a tire mounted on the wheel hub (27).

10. The electric vehicle tire noise performance testing chamber as described in claim 4, characterized in that, It also includes a rudder plate 1 (29) rotatably mounted on the frame (13), the rudder plate 1 (29) being located on the side near the inner rail (10), a servo motor 1 (30) mounted on the frame (13), the output shaft of the frame (13) being connected to the rudder plate 1 (29) via transmission, a rudder plate 2 (31) rotatably mounted on the frame (13), the rudder plate 2 (31) being located on the side near the outer rail (9), a servo motor 2 (32) mounted on the frame (13), the output shaft of the servo motor 2 (32) being connected to the rudder plate 2 (31) via transmission, and a control unit 2 for the servo motor 1 (30) and the rudder plate 2 (31) being installed inside the control box (16).

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