Editorial Type:
Article Category: Research Article
 | 
Online Publication Date: 01 Sept 2009

Reduction of Tire Groove Noise Using Slot Resonators5

,
,
, and
Page Range: 207 – 223
DOI: 10.2346/1.3138766
Save
Download PDF

Abstract

Circumferential tire grooves form pipes in the contact patch and generate the nuisance noise, for which the fundamental natural frequency is approximately 1000 Hz for passenger car tires. The frequency coincides with the peak of pass-by noise spectrum. Therefore, controlling the groove resonance is of a main motivation of this paper to reduce environmental noise. If one lateral slot end is terminated in tread rib and if the other end merges to a circumferential groove, it is found that the slot performs as a side-branch or a Helmholtz subresonator to counteract to the pipe resonance. The slot parameters, such as cavity volume and the change in section area, determine the resonant frequency and effectively influence on the acoustic characteristics of whole groove space. Optimal slot geometry is widely investigated by using numerical analysis and validated by experiments. It is shown that the proposed tread design can significantly reduce groove noise without sacrificing other performances.

Keywords: pipe resonance; tire noise; side-branch resonator; Helmholtz resonator; mechanical-acoustic analogy; acoustic simulation
Copyright: The Tire Society
FIG. 1.
FIG. 1.

Main sources of the tire noise.

FIG. 2.
FIG. 2.

Third-octave band spectrum of the tire noise measured by the DIRECTIVE 2001/43/EC method.

FIG. 3.
FIG. 3.

Typical footprint of tire.

FIG. 4.
FIG. 4.

Resonant modes of open pipe.

FIG. 5.
FIG. 5.

Relationship between contact patch length and fundamental natural frequency.

FIG. 6.
FIG. 6.

Analogy of resonance between acoustics and mechanical vibration.

FIG. 7.
FIG. 7.

Modeling of the pipe with a subresonator.

FIG. 8.
FIG. 8.

Calculated force transmissibility when μ and γ are varied.

FIG. 9.
FIG. 9.

Subresonators of various shapes.

FIG. 10.
FIG. 10.

Tread patterns used for sound excitation test.

FIG. 11.
FIG. 11.

Sound excitation test.

FIG. 12.
FIG. 12.

Relationship between frequency and impedance in sound excitation test.

FIG. 13.
FIG. 13.

Comparison between experimental and analytical evaluation.

FIG. 14.
FIG. 14.

FE model of the pipe (circumferential groove) with subresonators.

FIG. 15.
FIG. 15.

Calculated and measured SPL at the center of the pipe.

FIG. 16.
FIG. 16.

An example of FE model for the simulation of noise radiation.

FIG. 17.
FIG. 17.

Predicted sound pressure level at the side of tire.

FIG. 18.
FIG. 18.

Tread patterns for vehicle verification test.

FIG. 19.
FIG. 19.

One-third octave band spectrum of the tire noise.

FIG. 20.
FIG. 20.

Overall value of the A-weighted SPL.

  • Download PDF