Editorial Type:
Article Category: Research Article
 | 
Online Publication Date: 01 Mar 2012

Application of Coupled Structural Acoustic Analysis and Sensitivity Calculations to a Tire Noise Problem

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Page Range: 25 – 41
DOI: 10.2346/1.3684489
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Abstract

REFERENCE: H. M. R. Aboutorabi and L. Kung, “Application of Coupled Structural Acoustic Analysis and Sensitivity Calculations to a Tire Noise Problem,” Tire Science and Technology, TSTCA, Vol. 40, No. 1, January – March 2012, pp. 25–41.

ABSTRACT: Tire qualification for an original equipment (OE) program consists of several rounds of submissions by the tire manufacturer for evaluation by the vehicle manufacturer. Tires are evaluated both subjectively, where the tire performance is rated by an expert driver, and objectively, where sensors and testing instruments are used to measure the tire performance. At the end of each round of testing the evaluation results are shared and requirements for performance improvement for the next round are communicated with the tire manufacturer. As building and testing is both expensive and time consuming predictive modeling and simulation analysis that can be applied to the performance of the tire is of great interest and value.

This paper presents an application of finite element analysis (FEA) modeling along with experimental verification to solve tire noise objections at certain frequencies raised by an original equipment manufacturer (OEM) account. Coupled structural-acoustic analysis method was used to find modal characteristics of the tire at the objectionable frequencies. Sensitivity calculations were then carried out to evaluate the strength of contribution from each tire component to the identified modes. Based on these findings changes to the construction were proposed and implemented that addressed the noise issue.

Keywords: Tire; FEA; noise; sensitivity calculations; static modes; rolling modes
Copyright: The Tire Society
FIG. 1.
FIG. 1.

2D mesh showing the structural and acoustic regions.

FIG. 2.
FIG. 2.

The difference between sound pressure level between S1 and Control tires measured on a semirough road surface.

FIG. 3.
FIG. 3.

Mode shape of the 5th radial mode. Rolling condition at 30 MPH.

FIG. 4.
FIG. 4.

Mode shape of the 6th radial mode. Rolling condition at 30 MPH.

FIG. 5.
FIG. 5.

Sensitivity of frequencies of 5R and 6R modes to stiffness changes of different tire components.

FIG. 6.
FIG. 6.

Sensitivity of frequencies of 5R and 6R modes to changing the mass of different tire components.

FIG. 7.
FIG. 7.

Sensitivity of generalized mass of 5R and 6R modes to stiffness changes of different compounds.

FIG. 8.
FIG. 8.

Sensitivity of generalized mass of 5 R and 6 R modes to mass variation of different components.

FIG. 9.
FIG. 9.

The difference in sound pressure level of S1 and S2 tires relative to the control as measured by a microphone at driver’s left ear position.

FIG. 10.
FIG. 10.

The difference in sound pressure level of S1 and S2 tires relative to the control as measured by a microphone at driver’s right ear position.

FIG. 11.
FIG. 11.

The difference in sound pressure level of S1 and S2 tires relative to the control as measured by a microphone at rear seat’s center position.

FIG. A1.
FIG. A1.

Shapes of the first few L modes under inflation only with fixed spindle boundary condition. 0 L mode is also referred to as “loudspeaker” mode. 2 L mode is sometimes referred to as “potato chip” mode.

FIG. A2.
FIG. A2.

Picture of 0T mode shape under inflation only condition with fixed spindle.

FIG. A3.
FIG. A3.

Shapes of the first few R modes under the condition of inflation only with fixed spindle.

FIG. A4.
FIG. A4.

The shapes of the first few L modes under the condition of static loading with fixed spindle.

FIG. A5.
FIG. A5.

The shapes of the first few R modes under the condition of static loading and fixed spindle.

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