Tire-road Noise Research Articles

A model to evaluate the importance of tangential contact forces for tyre/road noise generation

The interaction between tyre and road is a complex non‐linear process including radial and tangential contact forces between tyre and road surface. During recent years models have been developed which allow for predicting radial forces as function of surface and tyre properties. These models can be used to quantify the influence of radial forces on the noise generation. Whereas in many cases time varying radial forces are the main reason for the generation of tyre noise, in some cases other mechanisms seem to be dominant. This paper aims on understanding the influence of tangential contact on tyre/road noise generation. For this reason the model developed by the Chalmers Tyre Road Noise Group has been extended to also include tangential interaction. The model is based on the same concept as that used by McIntyre and Woodhouse for modelling string/bow contact of musical instruments. It computes the time varying normal and tangential contact forces for a tyre rolling over a rough surface at constant speed. A small selection of simulation results are presented aiming at showing the effect of different parameters, such as friction coefficient and normal load, on the occurrence of instability phenomena such as stick/slip vibrations.

Field Evaluation of Tire-Road Noise Using a New Close Proximity Method

Abstract A new close proximity (NCPX) method has been proposed and applied for the tire-road noise characterization of highway traffic. The implementation of NCPX is based on a set of surface microphones that is attached to a vehicle to directly measure the tire noise. To consider a combined effect of vehicle and road factors, a comprehensive field test has been performed with seven vehicle types at nine pavement sections of the test road. Testing parameters also include a vehicle speed ranging from 50 to 120 km/h, and two driving modes are applied at each speed: coasting and steady. It is found that asphalt pavements are quieter than all concrete pavements irrespective of testing conditions. Among concrete pavements, an 18-mm longitudinally-tined surface exhibits the quietest noise level, while a random transversely-tined surface is ineffective in minimizing the tire noise. Finally, the effect of a heavy axle load on the tire/noise generation is discussed.

11705 タイヤ道路騒音における路面からの起振力同定(車両の振動・騒音,一般講演,学術講演)

11705 タイヤ道路騒音における路面からの起振力同定(車両の振動・騒音,一般講演,学術講演)

109 吸音ホイールカバーによるタイヤ道路騒音の低減(騒音・振動の解析・改善(2),騒音・振動評価・改善技術)

109 吸音ホイールカバーによるタイヤ道路騒音の低減(騒音・振動の解析・改善(2),騒音・振動評価・改善技術)

802 パッシブ及びアクティブ消音ホイールカバーによるタイヤ騒音低減に関する研究(機械力学・計測制御V)

802 パッシブ及びアクティブ消音ホイールカバーによるタイヤ騒音低減に関する研究(機械力学・計測制御V)

Temperature effect on tyre–road noise

Tyre–road noise emission decreases when the outdoor temperature increases, with a variation that can exceed −0.1 dB(A)/°C. This effect depends on tyre–road combination, but semi-generic corrections can improve the accuracy of tyre–road noise measurements. In this paper, the variation of pass-by noise level of a passenger car at 90 km/h with temperature is investigated, on seven types of road surfaces, under different temperature conditions. A good correlation between air, road surface and tyre temperature is outlined. A linear relationship between noise level and air temperature variations is observed for bituminous pavements, of about −0.1 dB(A)/°C, but reduced to −0.06 dB(A)/°C for pavements having porosity. No temperature effect is observed on cement concrete pavements. A spectral analysis shows that the temperature effect is highest in low and high frequency range, what can be explained by generating mechanisms rather than propagation.

714 消音ホイールカバーによるタイヤ騒音低減に関する研究(騒音機・騒音・音質)

714 消音ホイールカバーによるタイヤ騒音低減に関する研究(騒音機・騒音・音質)

119 消音ホイールカバーによるタイヤ騒音低減に関する研究(その2)(騒音振動対策,騒音・振動評価・改善技術)

This paper studied a new concept of a quieting wheel cover which can attenuate tire road noise. BEM simulations predicted that ρ c boundary at the circumferential surface could reduce radiated noise from a tire to 90°direction by 2〜4dB and acoustically soft boundary could reduce it by more than 10dB. These results were proved by speaker tests. A sound absorbing wheel cover could attenuate tire road noise by 2〜4dB at the frequency higher than 630Hz in which almost perfect sound absorption is established. And a resonator wheel cover could attenuate it by 6dB at 1250Hz band. Finally a drum test showed that a sound absorbing wheel cover could attenuate it by 5dB at any speed.

Surface Retexturing to Reduce Tire–Road Noise for Existing Concrete Pavements

A portion of I-76 near Akron, Ohio, was reconstructed by the Ohio Department of Transportation with concrete pavement to replace the previous asphalt surface. During reconstruction, the concrete surface was textured with random transverse grooves. After construction, residents living in the project area as far as 800 m (2,600 ft) from the roadway perceived an undesirable increase in noise level, which they attributed to the new concrete pavement in the reconstruction project. Therefore, another project was initiated to retexture the pavement surface by diamond grinding. The transverse grooves were replaced with longitudinal grooves. Traffic noise measurements were made before and after grinding at five sites in the project area, at distances of 7.5 m (24.6 ft) and 15 m (49.2 ft) from the center of the near travel lane. The average reduction in the A-frequency–weighted broadband noise levels at 7.5 m (24.6 ft) was 3.5 dB, and the average reduction at 15m (49.2 ft) was 3.1 dB. Spectrum analysis showed that the greatest reduction in noise occurred at frequencies above 1 kHz and that the retexturing had little to no effect on frequencies less than 200 Hz.

Sound Propagation above a Porous Road Surface by Boundary Element Method

ABSTRACT A numerical method for the prediction of sound pressure levels nearby roads has been developed and validated. It is based on an integral formulation of the acoustic problem and a numerical solution by Boundary Element Method (BEM). The advantage of such a method is that complex geometries and boundary conditions can be considered. A special care has been taken to integrate air/porous medium interface. This development was validated experimentally by a basic sound propagation case above a porous road surface. In a first part, the basics of sound propagation in the air and in a porous medium are presented. Then, the Boundary Element Method (BEM) model is described along with the specific developments to introduce porous road surface boundary conditions. Then, the validation case of porous road interface treatment in BEM is shown. Finally, the software was successfully applied to two different cases of complex geometries that illustrate the possible use of the model in road environment problems. One studies the combination of noise barrier of sophisticated shape with porous road surface, and suggests that the combined use can give equivalent efficiency at high frequency as the addition of a top device. The second investigates the effect of a porous road surface on the sound amplification of the tire-road noise (horn effect), and shows significant reduction above 1 kHz. However the extension to 3 dimensions is needed to improve realism of this model in the whole frequency range.

Surface Retexturing to Reduce Tire-Road Noise for Existing Concrete Pavements

A portion of 1-76 near Akron, Ohio, was reconstructed by the Ohio Department of Transportation with concrete pavement to replace the previous asphalt surface. During reconstruction, the concrete surface was textured with random transverse grooves. After construction, residents living in the project area as far as 800 m (2, 600 ft) from the roadway perceived an undesirable increase in noise level, which they attributed to the new concrete pavement in the reconstruction project. Therefore, another project was initiated to retexture the pavement surface by diamond grinding. The transverse grooves were replaced with longitudinal grooves. Traffic noise measurements were made before and after grinding at five sites in the project area, at distances of 7.5 m (24.6 ft) and 15 m (49.2 ft) from the center of the near travel lane. The average reduction in the A-frequency-weighted broadband noise levels at 7.5 m (24.6 ft) was 3.5 dB, and the average reduction at 15m (49.2 ft) was 3.1 dB. Spectrum analysis showed that...

Analysing the tyre-road rolling noise with a measurement vehicle

The European Union has set itself the goal of halving traffic noise by 2020. After measures taken at the drive train, further reductions will only be forthcoming in the field of vehicle tyres in future. To measure the tyre-road noise, a suitable tyre-testing vehicle based on the BMW 5-Series was developed at the Institut für Kraftfahrwesen Aachen (ika). This was done on behalf of TÜV Automotive GmbH.

A STUDY OF RADIAL VIBRATIONS OF A ROLLING TYRE FOR TYRE–ROAD NOISE CHARACTERISATION

Because tyre–road noise represents the main noise source for light vehicles with driving speed above 60 km/h, comprehension of generation mechanism of tyre–road noise has become a subject of major importance. In this paper, tyre–road interaction and radial tyre vibrations are investigated for tyre–road noise characterisation. Experimental measurements are performed on a rolling smooth tyre with test laboratory facilities. Both tread band and sidewall responses of the tyre are measured and compared to each other. High concentration of vibrations is observed in the vicinity of the contact area. Stationary radial deformation and non-stationary vibrations due to road rugosity are studied. Frequency analyses have been performed on the acceleration time signals showing the influence of the rotating speed on the vibrations level and frequency content. Finally, by integrating acceleration signal of the tyre tread over one revolution, stationary radial displacement can be calculated and the true contact length can be estimated. This study provides us with new measurement data for comparison with mathematical modelling. It also gives a physical insight on generation mechanism of tyre radial vibrations.

Geometric Descriptors of Road Surface Texture in Relation to Tire-Road Noise

The paper deals with the determination of geometric parameters for studying the relationship between tire-road noise and texture of road surfaces. The approach was found to be an alternative to classical spectral analyses and numerical simulations of the tire-road contact. Texture parameters were derived from previous works at the Laboratoire Central des Fonts et Chaussées related to the influence of the microtexture of road surfaces on skid resistance. Use of these parameters was justified by consideration of generation mechanisms of rolling noise. Texture, rolling noise, and absorption measurements were performed on 12 road surfaces. The measuring devices and the test methods produced texture profile analyses, including the spectral and geometric approaches. Geometric parameters were defined. Correlation between the noise and texture spectra showed results similar to those published in previous works. Fair tendencies were found between the global noise level at 90 km/h and the geometric parameters. Unexpected results obtained on the porous asphalt surfaces were partially explained by the attenuation effect, which was quantified by means of existing models. Results from the correlation between the third-octave-band noise levels and the geometric parameters corroborated those of the spectral analyses.

526 路面表面の形状変更によるコンクリート舗装の低騒音化(GS-18 交通)

Concrete road is superior in durability to asphalt road. But, concrete road is that tire- road noise level is high. Noise reduction method for concrete road were proposed that the exposed aggregate technique in Austria. The exposed aggregate technique is that aggregate in concrete is exposed by brushing. Brushing concrete surface creates air chambers between a tire and the exposed aggregate concrete. Air chambers decided road texture relate tire-road noise level. So we experiment on tire-road noise with various road texture decided exposed aggregate diameter. Experimental systems of tire-road noise are used two methods that are drum type and drop type.

Investigation of Tire-Road Noise Levels for Ohio Pavement Types

Tire-road noise levels for Ohio Department of Transportation pavement types were investigated to provide an additional criterion for pavement selection in noise-sensitive areas. Tire-road noise measurements were conducted in accordance with the International Organization for Standardization’s statistical pass-by method (ISO 11819-1)—the first use of this standard in the United States. A statistical pass-by index (SPBI) was determined for each pavement test, which enabled the ranking of the pavement types according to tire-road noise levels, as well as a means of comparing results with other studies conducted according to the standard. There was a difference of 6.7 dB between the lowest (open-graded asphalt) and the highest (random-transverse-grooved concrete) SPBI for all of the pavements measured. Additionally, the data were analyzed to produce reference energy mean emission levels for future use with traffic-noise prediction modeling.

Time history measurement of tire road noise by trailer coast-by method Naotaka Tomita, Satoshi Konishi, Masahiko Sakamoto, Toshio Ozaki (Bridgestone Corporation)

Time history measurement of tire road noise by trailer coast-by method Naotaka Tomita, Satoshi Konishi, Masahiko Sakamoto, Toshio Ozaki (Bridgestone Corporation)

Evaluation Method of tire road noise in accelerating conditions Satoshi Konishi, Toshiaki Fujino, Naotaka Tomita, Toshio Ozaki (Bridgestone Corporation)

Evaluation Method of tire road noise in accelerating conditions Satoshi Konishi, Toshiaki Fujino, Naotaka Tomita, Toshio Ozaki (Bridgestone Corporation)

Noise Characteristics of Pavement Surface Texture in Wisconsin

Twelve portland cement concrete pavement (PCCP) test sections were constructed to compare with standard PCCP and asphaltic concrete pavement (ACP) to quantify the effects of the pavement surface texture on noise, safety, and winter maintenance. Asphalt pavements studied included a Strategic Highway Research Program asphalt, stone matrix asphalt (SMA), and Wisconsin standard asphalt. A dependency between the pavement textures and their noise characteristics was observed. Noise measurements indicated that uniformly transverse tined PCCP created dominant noise frequencies that were audible adjacent to the road and inside the test vehicles. Careful design and construction of transversely tined PCCP can reduce tire-road noise. No significant acoustical advantages of open-graded asphalts over the standard dense asphalt were found. The results of this research are preliminary and have not yet been approved by the Wisconsin Department of Transportation Council on Research.

Noise Characteristics of Pavement Surface Texture in Wisconsin

Twelve portland cement concrete pavement (PCCP) test sections were constructed to compare with standard PCCP and asphaltic concrete pavement (ACP) to quantify the effects of the pavement surface texture on noise, safety, and winter maintenance. Asphalt pavements studied included a Strategic Highway Research Program asphalt, stone matrix asphalt (SMA), and Wisconsin standard asphalt. A dependency between the pavement textures and their noise characteristics was observed. Noise measurements indicated that uniformly transverse tined PCCP created dominant noise frequencies that were audible adjacent to the road and inside the test vehicles. Careful design and construction of transversely tined PCCP can reduce tire-road noise. No significant acoustical advantages of open-graded asphalts over the standard dense asphalt were found. The results of this research are preliminary and have not yet been approved by the Wisconsin Department of Transportation Council on Research.