Editorial Type:
Article Category: Research Article
 | 
Online Publication Date: 15 Oct 2020

Modeling Vibration-Induced Tire-Pavement Interaction Noise in the Mid-frequency Range

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Page Range: 146 – 169
DOI: 10.2346/tire.20.190222
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ABSTRACT

Tire-pavement interaction noise (TPIN) is one of the main sources of exterior noise produced by vehicles traveling at greater than 50 kph. The dominant frequency content is typically within 500–1500 Hz. Structural tire vibrations are among the principal TPIN mechanisms. In this work, the structure of the tire is modeled and a new wave propagation solution to find its response is proposed. Multiple physical effects are accounted for in the formulation. In an effort to analyze the effects of curvature, a flat plate and a cylindrical shell model are presented. Orthotropic and nonuniform structural properties along the tire's transversal direction are included to account for differences between its sidewalls and belt. Finally, the effects of rotation and inflation pressure are also included in the formulation. Modeled frequency response functions are analyzed and validated. In addition, a new frequency-domain formulation is presented for the computation of input tread pattern contact forces. Finally, the rolling tire's normal surface velocity response is coupled with a boundary element model to demonstrate the radiated noise at the leading and trailing edge locations. These results are then compared with experimental data measured with an on-board sound intensity system.

Keywords: tire vibrations; tire-pavement interaction noise; tread-pattern noise; infinite flat plate tire model; cylindrical shell tire model; wave propagation
FIG. 1
FIG. 1

(a) Measured TPIN for different tires. (b) Onboard sound intensity system used for testing.

FIG. 2
FIG. 2

Infinite flat plate model of the structure of a tire with smear tread pattern representation.

FIG. 3
FIG. 3

Cylindrical shell model of the structure of a tire.

FIG. 4
FIG. 4

(a) Tire hanged in experimental rig and shaker. (b) Laser vibrometer head pointing toward the tire belt.

FIG. 5
FIG. 5

Measured and simulated mobility FRFs measured at a point located at 1 cm above the excitation location for a tire of size 225/45R17 (approximated input mobility FRF).

FIG. 6
FIG. 6

Approximated block distribution in tread pattern using a rectangular block assumption.

FIG. 7
FIG. 7

Normal (black) and tangential (red) forces applied on a single block as it passes through the contact patch.

FIG. 8
FIG. 8

(a) The modeled behavior of time moving force applied to a single block. (b) Approximation of force behavior using an impulse train and associated contact patch excitation points.

FIG. 9
FIG. 9

— Method used to couple the input excitation forces and the response of the tire (i.e., normal surface velocities at any arbitrary location on the tire surface).

FIG. 10
FIG. 10

Field points at the leading and trailing edge locations in front of the tire sidewall (same locations as OBSI).

FIG. 11
FIG. 11

(a) Real and (b) approximated tread patterns for a tire of size 215/60R16.

FIG. 12
FIG. 12

Predicted and measured tread pattern noise for (a) leading edge and (b) trailing edge noise for a tire of size 215/60R16 (frequency resolution 13.92 Hz).

FIG. 13
FIG. 13

(a) Tread pattern noise simulation spectra at three different speeds (50, 60, 70 mph). (b) Order spectra for the three speeds scaled to 60 mph.

Contributor Notes

1 Corresponding author. Virginia Tech, Department of Mechanical Engineering, 635 Prices Fork Road, 445 Goodwin Hall, Blacksburg, VA 24060, USA. Email: sterling.mcbride@vt.edu
2 Virginia Tech, Department of Mechanical Engineering, 635 Prices Fork Road, 445 Goodwin Hall, Blacksburg, VA 24060, USA. Email: rburdiss@vt.edu
3 Virginia Tech, Department of Mechanical Engineering, 635 Prices Fork Road, 445 Goodwin Hall, Blacksburg, VA 24060, USA. Email: csandu@vt.edu
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