Editorial Type:
Article Category: Research Article
 | 
Online Publication Date: 07 May 2025

Fidelity of Finite Element–Based Virtual Tire Assembly Models Used for Vehicle Noise, Vibration, and Harshness Structural-Borne Noise Performance Considering Vibrational Modal and Steady-State Dynamic Simulation

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Page Range: 56 – 74
DOI: 10.2346/TST-23-014
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ABSTRACT

The increasing presence of battery electric vehicles brings about new challenges to the noise, vibration, and harshness performance of tires. One of the new challenges involves the expansion of frequency range for structural-borne noise virtual predictions. Current standard virtual tire simplifies the tire geometry as an axisymmetric body, neglecting the effect of complex tread pattern. It is perceived that this simplification can lead to prediction error for a tire’s structural-borne noise performance at mid-frequency range (250∼500 Hz). This study investigates how different tread pattern representation affects the structural-borne noise prediction. This study uses linear, steady-state dynamics finite element simulations of a modified SAE J2710 test and traveling sinusoid test. The resulting frequency responses of the virtual tires and the computational time to obtain each frequency response are compared. The comparison shows that while including the 3D tread pattern does show some differences under certain conditions, it is not necessary to use this technique for every case, especially during the early evaluation stage.

Keywords: FEA; simulation; structural-borne noise; tread pattern
FIG. 1
FIG. 1

Tread patterns investigated: (a) circumferential grooved pattern, (b) directionally grooved pattern.

FIG. 2
FIG. 2

Virtual representations of the tread patterns.

FIG. 3
FIG. 3

Tire model generation technique, (a) axisymmetric pattern representation, (b) detailed pattern representation.

FIG. 4
FIG. 4

Virtual excitation tests: (a) SAE J2710 excitations, (b) traveling sinusoid excitations.

FIG. 5
FIG. 5

Circumferentially grooved pattern, J2710 excitation, unloaded condition.

FIG. 6
FIG. 6

Circumferentially grooved pattern, J2710 excitation, loaded condition.

FIG. 7
FIG. 7

Circumferentially grooved pattern, J2710 excitation, rolling condition.

FIG. 8
FIG. 8

Directionally grooved pattern, J2710 excitation, unloaded condition.

FIG. 9
FIG. 9

Directionally grooved pattern, J2710 excitation, loaded condition.

FIG. 10
FIG. 10

Directionally grooved pattern, J2710 excitation, rolling condition.

FIG. 11
FIG. 11

Two detailed tread patterns, J2710 excitation, rolling condition.

FIG. 12
FIG. 12

Two simplified tread patterns, J2710 excitation, rolling condition.

FIG. 13
FIG. 13

Vibration shape under traveling sinusoid excitation.

FIG. 14
FIG. 14

Circumferentially grooved pattern, traveling sinusoid excitation.

FIG. 15
FIG. 15

Directionally grooved pattern, traveling sinusoid excitation.

FIG. 16
FIG. 16

Two simplified pattern representations, traveling sinusoid excitation.

FIG. 17
FIG. 17

Two detailed pattern representations, traveling sinusoid excitation.

FIG. 18
FIG. 18

Wheel vibration shapes: (a) wheel-only vibration mode at 610 Hz (web hub included but hidden), (b) wheel vibration shape at 398 Hz (tire and web included but hidden).

FIG. 19
FIG. 19

Frequency response of J2710 longitudinal excitation, circumferential groove simplified and 3D tread patterns, 27° belt angle, rolling condition.

FIG. 20
FIG. 20

Belt angle effect on frequency response of J2710 longitudinal excitation, rolling condition.

Contributor Notes

2Corresponding author. Email: yang.yunpei@hankookn.com
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