Multi-Layer Tire Insert With Tiered Foam for Wideband Noise Reduction
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Solution Overview
Problem
Existing tire noise dampers, although placed within tires, do not effectively address the noise reduction across a wide range of frequencies and may not be optimally designed to minimize noise emission during tire-road contact.
Innovation Solution
The use of open cell foam noise dampers with specific geometric configurations, including continuous circumferential tiers and interposed tiers with blocks and voids, are integrated into the tire structure to absorb and dissipate noise energy effectively, with dimensions and material properties optimized to reduce noise across various frequencies.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Object-affected harmful factors
If traditional foam or fiber dampers are permanently affixed to the tire innerliner, then the noise reduction is limited to specific frequencies, but the effectiveness across a wide frequency range deteriorates
Solution Approach 1:
The noise damper is divided into multiple circumferential tiers (upper and lower tiers) with distinct geometric configurations. The upper tier features a continuous circumferential structure while the lower tier incorporates blocks and voids, creating segmented zones that address different frequency ranges independently, thereby expanding overall frequency coverage
Solution Approach 2:
Different portions of the noise damper are designed with distinct structural properties: the upper tier has a continuous structure optimized for certain frequency absorption, while the lower tier has discrete blocks with voids optimized for other frequencies. This local differentiation allows each region to target specific frequency ranges, improving overall adaptability
2Ease of manufacture
If the noise damper uses a simple continuous structure, then the manufacturing is easier, but the noise absorption across varied frequencies is insufficient
Solution Approach 1:
The damper structure is segmented into blocks and voids in the lower tier, which can be manufactured as modular components. This segmentation allows for simpler manufacturing of individual blocks that are then assembled into the final circumferential structure, maintaining ease of manufacture while achieving complex frequency-targeting geometry
Solution Approach 2:
The noise damper utilizes open cell foam material with controlled porosity to enhance sound absorption coefficients. The porous structure of the foam, combined with the geometric blocks and voids, creates multiple pathways for sound wave dissipation across different frequencies, improving noise absorption without complicating the base material selection
3Object-affected harmful factors
If the damper blocks span a small circumferential portion, then the voids are larger for better sound penetration, but the overall noise disruption capability is reduced
Solution Approach 1:
The lower tier employs a periodic arrangement of blocks and voids around the circumferential direction. This periodic structure creates consistent acoustic disruption patterns that effectively disrupt harmonic waves, while the repeating nature of the pattern simplifies the overall design and reduces complexity compared to irregular arrangements
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The described noise damper configuration significantly reduces tire noise by enhancing sound absorption coefficients and disrupting harmonic waves, leading to improved noise reduction across a broader frequency range compared to traditional solutions.
Implementation Method 1
The described noise damper configuration significantly reduces tire noise by enhancing sound absorption coefficients and disrupting harmonic waves
Data Source
AI summary
A noise damper includes an open cell foam having a circumferential first tier and an interposed circumferential second tier including blocks and voids. The first tier has a radial height that is 3.0-8.0% of a section height and a first axial width. The second tier has a radial height that is 3.0-12.0% of a section height and a second axial width. The blocks span 10-30% of the second tier's inner circumference and the voids span 70-90% of the second tier's inner circumference.