Editorial Type:
Article Category: Other
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Online Publication Date: 01 Apr 2013

Accelerometer Measurements of Tire Tread Vibrations and Implications to Wheel-Slap Noise

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Page Range: 109 – 126
DOI: 10.2346/tire.13.410202
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ABSTRACT

There are many analytical and finite element models for predicting vibration of a tire tread. However, experimental verification of these models is limited because of the difficulties involved in measuring vibration near the contact patch of the tire. In this research, a set of experiments were conducted using a microaccelerometer mounted against the tire tread, in the center of the tread pattern. The tire was mounted on Purdue University's tire-pavement test apparatus, a machine that allows precise measurements of tire noise and vibration as the tire rolls over samples of actual pavement. Microphone and accelerometer signals were recorded to determine the influence of pavement parameters on tire-pavement noise generation mechanisms. The vibration measurement and signal processing techniques are verified by comparing the results to published studies. The relationship between vibration characteristics and noise was investigated as a tire rolls over contraction joints in Portland cement concrete pavements. We found that although travelling waves are generated at the leading and trailing edge of the contact patch, the speed coefficients of increased noise and traveling wave amplitude do not match, and the wave speed of the impulse is that of an inefficient radiator. Therefore, increased tread vibration is not a major cause of increased noise at contraction joints, and other mechanisms must be involved.

Keywords: tire-pavement noise; tire vibration; contraction joints
FIG. 1
FIG. 1

Tire-pavement test apparatus with contraction joint samples housed in hemi-anechoic chamber at Purdue University.

FIG. 2
FIG. 2

17 mm wide contraction joint sample.

FIG. 3
FIG. 3

Shear accelerometer.

FIG. 4
FIG. 4

Accelerometer mounted to measure radial vibrations (red circle) and cable routed between tread blocks secured with staples.

FIG. 5
FIG. 5

Magnetic trigger set used to determine rotation of test tire.

FIG. 6
FIG. 6

Acceleration time history for a single rotation (black) and averaged over all rotations of the test tire (red).

FIG. 7
FIG. 7

Time-angle representation of tire tread acceleration for a vehicle speed of 13.4 m/s (30 mph). Negative angles represent leading edge. Band of zero acceleration (center) moves with the rotation of the tire.

FIG. 8
FIG. 8

Time-angle representation of tire tread acceleration for joint impact with a vehicle speed of 13.4 m/s (30 mph). As the tire impacts a joint, impulsive events are generated at the leading edge (5 ms, solid oval) and trailing edge (12 ms, dashed oval) and travel around the circumference of the tire. Points of maximum acceleration within leading edge region represented by black dots.

FIG. 9
FIG. 9

Average sound pressure time histories for 17 mm wide joint at 8.9 m/s (20 mph).

FIG. 10
FIG. 10

OBSI spectra at 8.9 m/s (20 mph) for 17 mm joint (blue) and pavement without joint (red). Left: leading edge. Right: trailing edge.

FIG. 11
FIG. 11

Speed coefficient calculation for one-third octave band OBSI levels. (a) 800 Hz, leading probe. (b) 800 Hz, trailing probe. (c) 1000 Hz, leading probe. (d) 1000 Hz, trailing probe.

FIG. 12
FIG. 12

Impulse strength vs rotation angle for (a) 5.4 m/s (12 mph), (b) 8.0 m/s (18 mph), (c) 10.7 m/s (24 mph), and (d) 13.4 m/s (30 mph). Red: best-fit exponential decay.

FIG. 13
FIG. 13

Impulse strength level vs speed level and calculation of impulse strength speed coefficient.

FIG. 14
FIG. 14

Wave speed calculation for transient vibration for vehicle speed of 13.4 m/s (30 mph).

Contributor Notes

1 Presenter/Corresponding author. Ray W. Herrick Laboratories, Department of Mechanical Engineering, Purdue University, 140 South Martin Jischke Drive, West Lafayette, Indiana 47907, USA. Email: tdare@purdue.edu
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