Shock absorption and noise reduction composite structure of wheel

Abstract

The utility model discloses a shock absorption and noise reduction composite structure of a wheel, which relates to the technical field of vehicle parts and comprises a tire and a hub assembly, the hub assembly comprises a hub, a spoke plate and a spoke, and a porous sound absorption layer is adhered to the inner surface of the tire. The composite assemblies are evenly distributed between the spoke and the inner tube of the tire in the circumferential direction, when a wheel is vibrated in the running process of a vehicle, the spiral springs elastically deform firstly, vibration energy is absorbed through the elastic deformation of the spiral springs, and meanwhile the vibration energy is further consumed through the damping effect of hydraulic oil; a porous sound absorption layer and a sound insulation damping layer are additionally arranged on the inner side of the tire, and meanwhile, a plurality of noise reduction grooves are uniformly formed in the peripheral surface of the spoke in the circumferential direction, so that noise generated by friction between the tire and a road surface is effectively reduced, noise radiation generated by vibration is reduced, and comprehensive noise reduction is realized; the composite structure has the positive effects of shock absorption and noise reduction at the same time.

Description

Technical Field

[0001] This utility model relates to the field of vehicle parts technology, and in particular to a composite structure for wheel shock absorption and noise reduction. Background Technology

[0002] During vehicle operation, the wheels, as the parts that directly contact the road surface, not only bear the weight of the vehicle itself and various dynamic loads during driving, but also generate vibrations and noise due to uneven road surfaces. These vibrations and noises not only affect the comfort of the driver and passengers, but may also damage vehicle parts and reduce the vehicle's service life in the long run. Currently, common wheel vibration damping and noise reduction methods on the market mainly include filling the inside of the tires with sound-absorbing materials.

[0003] For example, Chinese patent CN222451833U discloses a deformation-resistant aluminum wheel, including an aluminum wheel body and a rim. The aluminum wheel body includes an outer rim and an inner rim. The rim and the outer rim of the aluminum wheel body are connected by multiple sets of shock-absorbing spokes. The shock-absorbing spokes include connecting spokes and shock-absorbing strips. The rim has a groove inside, and a rubber shock-absorbing block is provided in the groove. One end of the shock-absorbing strip is fixedly connected to the rubber shock-absorbing block, and the other end of the shock-absorbing strip is fixedly connected to the connecting spokes.

[0004] Traditional wheel damping methods can only solve the problem of damping or noise reduction in one way, and cannot solve both at the same time. Moreover, the effect is limited. Although simply filling with sound-absorbing materials can reduce noise to a certain extent, the effect on mitigating vibration is not obvious. To address the above problems, a composite structure for wheel damping and noise reduction is proposed. Utility Model Content

[0005] The purpose of this utility model is to solve the problems existing in the prior art and to propose a composite structure for wheel shock absorption and noise reduction.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: a wheel vibration damping and noise reduction composite structure, comprising a tire and a wheel hub assembly. The wheel hub assembly includes a wheel hub, spokes, and spokes. A porous sound-absorbing layer is adhered to the inner surface of the tire, and a sound-insulating damping layer is provided on the outer side of the porous sound-absorbing layer. Multiple composite components are evenly distributed along the circumferential direction between the wheel hub assembly and the tire. The composite components include a rubber damping block, a mounting block, a coil spring, a hydraulic cylinder, a hydraulic oil chamber, and a piston rod. The rubber damping block and the mounting block are both fixedly installed on the inner side of the tire. One end of the coil spring is fixedly fixed to the spoke, and the other end is connected to the rubber damping block. One end of the hydraulic cylinder is fixedly connected to the spoke. A cavity is opened inside the hydraulic cylinder, and a piston is slidably connected inside the cavity. One end of the hydraulic oil chamber is fixedly connected to one end of the hydraulic cylinder. One end of the piston rod is fixedly connected to the mounting block, and the other end of the piston rod extends into the hydraulic cylinder and is fixedly connected to the piston.

[0007] Preferably, the outer circumferential surface of the wheel spoke is provided with a plurality of noise reduction grooves evenly distributed along the circumferential direction. The noise reduction grooves are annular grooves with a depth of 2-3 mm and a width of 5-8 mm.

[0008] Preferably, one end of the spoke plate is fixedly connected to the inner side of the hub, and the other end of the spoke plate is fixedly connected to the spoke.

[0009] Preferably, a decorative plate is fixedly installed at one end of the spoke.

[0010] Preferably, a sealing ring is provided on the contact surface between the hydraulic cylinder and the piston rod, and the contact surface between the rubber damping block and the tire is arc-shaped.

[0011] Preferably, the thickness of the porous sound-absorbing layer is 5~10mm, and the thickness of the sound-insulating damping layer is 3~5mm.

[0012] Compared with the prior art, the advantages and positive effects of this utility model are as follows:

[0013] 1. In this utility model, multiple composite components are evenly distributed along the circumference between the wheel spokes and the inner tube of the tire. When the wheel is vibrated during vehicle operation, the coil spring first undergoes elastic deformation and absorbs vibration energy through its own elastic deformation. The rubber damping block further buffers the vibration transmitted by the coil spring, avoiding direct impact on the tire. At the same time, the movement of the piston in the hydraulic cylinder will squeeze the hydraulic oil, causing the hydraulic oil to flow between the pipe and the hydraulic oil chamber. The damping effect of the hydraulic oil is used to further consume vibration energy, enhance the damping effect, and achieve efficient damping.

[0014] 2. In this utility model, by adding a porous sound-absorbing layer and a sound-insulating damping layer to the inner side of the tire, and simultaneously uniformly opening multiple noise-reducing grooves along the circumferential direction on the outer circumferential surface of the wheel spokes, the porous structure of the porous sound-absorbing layer allows sound to be continuously reflected and absorbed within the material, thereby effectively reducing the noise generated by tire-road friction. The sound-insulating damping layer can suppress tire vibration and reduce noise radiation caused by vibration through its own damping effect. When the wheel rotates, the multiple noise-reducing grooves interfere with and cancel out some noise through the vortex interference generated by the air flowing in the grooves, achieving comprehensive noise reduction. This composite structure takes into account both the positive effects of vibration reduction and noise reduction. Attached Figure Description

[0015] Figure 1 This is a three-dimensional structural diagram of a wheel shock absorption and noise reduction composite structure proposed in this utility model.

[0016] Figure 2 This is a front sectional view of a tire with a wheel shock absorption and noise reduction composite structure proposed in this utility model.

[0017] Figure 3This utility model proposes a composite structure for wheel vibration reduction and noise reduction. Figure 2 Enlarged detail view of point A in the middle;

[0018] Figure 4 This is a side cross-sectional view of a wheel shock absorption and noise reduction composite structure proposed in this utility model.

[0019] Legend: 1. Tire; 2. Decorative plate; 3. Wheel hub assembly; 4. Composite assembly; 5. Porous sound-absorbing layer; 6. Sound insulation and damping layer; 31. Wheel hub; 32. Spoke; 33. Wheel spoke; 34. Noise reduction groove; 41. Rubber damping block; 42. Mounting block; 43. Coil spring; 44. Hydraulic cylinder; 45. Hydraulic oil chamber; 46. Cavity; 47. Piston; 48. Piston rod; 49. Sealing ring. Detailed Implementation

[0020] To better understand the above-mentioned objectives, features, and advantages of this utility model, the present utility model will be further described below with reference to the accompanying drawings and embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0021] Many specific details are set forth in the following description in order to provide a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Therefore, the present invention is not limited to the specific embodiments disclosed in the following specification.

[0022] Example 1: As Figures 1-4 As shown, this utility model provides a wheel shock absorption and noise reduction composite structure, including a tire 1 and a wheel hub assembly 3. The wheel hub assembly 3 includes a wheel hub 31, spokes 32 and spokes 33. Multiple composite components 4 are evenly distributed along the circumferential direction between the wheel hub assembly 3 and the tire 1. The composite components 4 include a rubber damping block 41, a mounting block 42, a coil spring 43, a hydraulic cylinder 44, a hydraulic oil chamber 45 and a piston rod 48. The rubber damping block 41 and the mounting block 42 are both fixedly installed on the inner side of the tire 1. One end of the coil spring 43 is fixed to the spoke 33 and the other end is connected to the rubber damping block 41. One end of the hydraulic cylinder 44 is fixedly connected to the spoke 33. A cavity 46 is opened inside the hydraulic cylinder 44, and a piston 47 is slidably connected in the cavity 46. One end of the hydraulic oil chamber 45 is fixedly connected to one end of the hydraulic cylinder 44. One end of the piston rod 48 is fixedly connected to the mounting block 42, and the other end of the piston rod 48 extends into the hydraulic cylinder 44 and is fixedly connected to the piston 47.

[0023] The specific setup and function of this embodiment are described below: The composite structure mainly consists of a porous sound-absorbing layer 5, a sound-insulating damping layer 6, and multiple composite components 4 disposed between the wheel hub assembly 3 and the tire 1 on the inner side of the tire 1. Multiple spring damping units (including high-strength coil springs 43 and rubber damping blocks 41) and multiple hydraulic damping units (including hydraulic cylinders 44, hydraulic oil chambers 45, piston rods 48, and pistons 47 in cavities 46) are evenly distributed along the circumference between the wheel spokes 33 and the inner tube of the tire 1. One end of the coil spring 43 is fixed to a mounting seat pre-set on the wheel spokes 33, and the other end is connected to the rubber damping block 41. The rubber damping block 41 is made of rubber or other elastic materials with good buffering performance. Its surface in contact with the inner tube of the tire 1 is arc-shaped to better fit the inner surface of the tire 1. When the wheel is vibrated during vehicle operation, the coil spring 43 first undergoes elastic deformation and absorbs vibration energy through its own elastic deformation. The rubber damping block 41 further buffers the vibration transmitted by the coil spring 43, avoiding direct impact on the tire 1.

[0024] Meanwhile, one end of the hydraulic cylinder 44 is connected to the wheel spoke 33 via a pin, and the other end is connected to the piston 47. The piston 47 can slide freely inside the hydraulic cylinder 44. The hydraulic oil chamber 45 is connected to the hydraulic cylinder 44 via a pipe and is filled with hydraulic oil. When the wheel is subjected to a large vibration, the rubber damping block 41 and the coil spring 43 first play a preliminary damping role. At the same time, the movement of the piston 47 in the hydraulic cylinder 44 will squeeze the hydraulic oil, causing the hydraulic oil to flow between the pipe and the hydraulic oil chamber 45. The damping effect of the hydraulic oil is used to further consume the vibration energy, enhance the damping effect, and achieve efficient damping.

[0025] Example 2: Figure 1 and Figure 4 As shown, a porous sound-absorbing layer 5 is pasted on the inner surface of the tire 1, and a sound-insulating damping layer 6 is provided on the outer side of the porous sound-absorbing layer 5. Multiple noise-reducing grooves 34 are evenly opened on the outer circumferential surface of the spoke 33. The noise-reducing grooves 34 are annular grooves with a depth of 2~3mm and a width of 5~8mm. One end of the spoke plate 32 is fixedly connected to the inner side of the hub 31, and the other end of the spoke plate 32 is fixedly connected to the spoke 33. A decorative plate 2 is fixedly installed on one end of the spoke plate 32. A sealing ring 49 is provided on the contact surface between the hydraulic cylinder 44 and the piston rod 48. The contact surface between the rubber damping block 41 and the tire 1 is arc-shaped. The thickness of the porous sound-absorbing layer 5 is 5~10mm, and the thickness of the sound-insulating damping layer 6 is 3~5mm.

[0026] The overall effect of this embodiment is that, during vehicle operation, the porous sound-absorbing layer 5 is made of porous polyurethane foam or other high-performance sound-absorbing materials with a thickness of 5-10mm, and the sound insulation damping layer 6 is made of materials with high damping properties such as butyl rubber with a thickness of 3-5mm. The porous structure of the porous sound-absorbing layer 5 allows sound to be continuously reflected and absorbed within the material, thereby effectively reducing the noise generated by the friction between the tire 1 and the road surface. The sound insulation damping layer 6 can suppress the vibration of the tire 1 and reduce the noise radiation caused by the vibration through its own damping effect. Meanwhile, multiple noise reduction grooves 34 are evenly distributed on the outer circumferential surface of the wheel spokes 33. When the wheel rotates, the vortex interference generated by the air flowing in the grooves cancels out some of the noise, achieving comprehensive noise reduction. This composite structure takes into account both the positive effects of vibration reduction and noise reduction.

[0027] The device is used and works as follows: Multiple composite components 4 are evenly distributed along the circumference between the wheel spokes 33 and the inner tube of the tire 1. The rubber damping block 41 is made of rubber or other elastic materials with good buffering performance. When the wheel is vibrated during vehicle operation, the coil spring 43 first undergoes elastic deformation and absorbs vibration energy through its own elastic deformation. The rubber damping block 41 further buffers the vibration transmitted by the coil spring 43, avoiding direct impact on the tire 1. At the same time, the hydraulic oil chamber 45 is connected to the hydraulic cylinder 44 through a pipe and is filled with hydraulic oil. When the wheel is subjected to large vibrations, the rubber damping block 41 and the coil spring 43 first play a preliminary damping role. Meanwhile, the movement of the piston 47 in the hydraulic cylinder 44 will squeeze the hydraulic oil, causing the hydraulic oil to flow between the pipe and the hydraulic oil chamber 45. The damping effect of the hydraulic oil is used to further consume vibration energy, enhance the damping effect, and achieve efficient damping.

[0028] Furthermore, during vehicle operation, the porous structure of the porous sound-absorbing layer 5 allows sound to be continuously reflected and absorbed within the material, thereby effectively reducing the noise generated by the friction between the tire 1 and the road surface. The sound insulation damping layer 6 can suppress the vibration of the tire 1 through its own damping effect, reducing the noise radiation caused by vibration. Meanwhile, multiple noise reduction grooves 34 are evenly distributed along the circumferential direction on the outer circumferential surface of the wheel spokes 33. When the wheel rotates, the vortex interference generated by the air flowing in the grooves cancels out some of the noise, achieving comprehensive noise reduction. This composite structure takes into account both the positive effects of vibration reduction and noise reduction.

[0029] The above description is merely a preferred embodiment of the present utility model and is not intended to limit the present utility model in any other way. Any person skilled in the art may make changes or modifications to the above-disclosed technical content to create equivalent embodiments for application in other fields. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present utility model without departing from the technical solution of the present utility model shall still fall within the protection scope of the present utility model.

Claims

1. A composite structure for wheel vibration damping and noise reduction, comprising a tire (1) and a wheel hub assembly (3), the wheel hub assembly (3) comprising a wheel hub (31), spokes (32) and spokes (33), characterized in that: A porous sound-absorbing layer (5) is pasted on the inner surface of the tire (1), and a sound-insulating damping layer (6) is provided on the outer side of the porous sound-absorbing layer (5). Multiple composite components (4) are evenly distributed along the circumference between the wheel hub assembly (3) and the tire (1). The composite components (4) include rubber damping blocks (41), mounting blocks (42), coil springs (43), hydraulic cylinders (44), hydraulic oil chambers (45), and piston rods (48). The rubber damping blocks (41) and mounting blocks (42) are fixedly installed on the inner side of the tire (1). The coil springs (43) and (44) are fixedly installed on the inner side of the tire (1). 3) One end is fixed on the spoke (33), and the other end is connected to the rubber damping block (41). One end of the hydraulic cylinder (44) is fixedly connected to the spoke (33). The hydraulic cylinder (44) has a cavity (46) inside, and a piston (47) is slidably connected inside the cavity (46). One end of the hydraulic oil chamber (45) is fixedly connected to one end of the hydraulic cylinder (44). One end of the piston rod (48) is fixedly connected to the mounting block (42), and the other end of the piston rod (48) extends into the hydraulic cylinder (44) and is fixedly connected to the piston (47).

2. The wheel vibration damping and noise reduction composite structure according to claim 1, characterized in that: Multiple noise reduction grooves (34) are evenly provided on the outer circumferential surface of the spokes (33) along the circumferential direction. The noise reduction grooves (34) are annular grooves with a depth of 2~3mm and a width of 5~8mm.

3. The wheel vibration damping and noise reduction composite structure according to claim 1, characterized in that: One end of the spoke (32) is fixedly connected to the inner side of the hub (31), and the other end of the spoke (32) is fixedly connected to the spoke (33).

4. The wheel vibration damping and noise reduction composite structure according to claim 1, characterized in that: A decorative plate (2) is fixedly installed at one end of the spoke (32).

5. The wheel vibration damping and noise reduction composite structure according to claim 1, characterized in that: A sealing ring (49) is provided on the contact surface between the hydraulic cylinder (44) and the piston rod (48), and the contact surface between the rubber shock absorber (41) and the tire (1) is arc-shaped.

6. The wheel vibration damping and noise reduction composite structure according to claim 1, characterized in that: The thickness of the porous sound-absorbing layer (5) is 5~10mm, and the thickness of the sound insulation damping layer (6) is 3~5mm.

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