Tire-pavement Interaction Noise Research Articles

Effects of Speed on Tire–Pavement Interaction Noise (Tread-Pattern–Related Noise and Non–Tread-Pattern–Related Noise)

ABSTRACT Tire noise is mainly generated from the interaction between tire and pavement. Different combinations of tire and pavement usually generate noise of different levels and different frequencies. For the same tire and same pavement, the most important factor influencing the noise level is vehicle speed. To provide a detailed description of the effects of speed on the noise generation, the present study investigates the tire noise of nineteen tires of the same size but with different tread patterns. The study includes the standard reference test tire and four other normal patterned tires running on a nonporous asphalt pavement using an on-board sound intensity (OBSI) technique. This OBSI system also has an optical sensor to monitor vehicle speed and to perform order-tracking analysis. The field tests were conducted under different vehicle speed values (72-105 km/h; i.e., 45-65 mph). The effects of speed on the noise spectrum and on the overall noise level have been analyzed. In addition, using the optical sensor signal, the tire noise related to the tire tread pattern has been isolated from noises from all other sources. The effects of speed on the separated signals have also been investigated. It was found that increasing speed increases the frequencies and levels of tread-pattern–related noise component, while for the noise component not related to the tread pattern, increasing speed only increases its amplitude, not its frequency. In addition, the noise generated at the trailing edge of the contact patch is more sensitive to the speed than the one at the leading edge.

Experimental Study on Previous Concrete with Various Mix Ratios

The pervious concrete is designed with cementitious material content just enough to coat the coarse aggregate particles so that a configuration that allows the passage of water at a much higher rate than conventional concrete. The pervious concrete has many advantages that improves city environment, recharges the ground by rain water and could be used as pavement for light vehicles, pedestrian pathways, parking lots, also it reduces the tire pavement interaction noise etc. In this paper, structural property and permeability of pervious concrete made without and with different ratios of fine aggregate and pozzolan. 9.5 mm maximum size of crushed gravel and constant aggregate/cement ratio of 3.6 were used. Mix design void content is tested 20%. The specific gravity of fine aggregate 2.53 and the specific gravity of crushed stone 2.56. Type I Portland cement and water- reducing and retarding concrete admixture were used. Mix design is based on the no slump method from the American Concrete Institute’s Committee 211.3R-02, “Standard Practice for Selecting Proportions for No Slump Concrete.” This research work was divided into third /three sections. The first section is without pozzolan and fine aggregate and second section is with two different ratios of pozzolan third section is without pozzolan and with fine aggregate. Pozzolan is used as a supplementary cementitious material to partially replace Portland cement in pervious concrete mixes up to 20% by weight. Fine aggregate partially replace as a coarse aggregate in pervious concrete mixes up to 10% by weight. M ix design void content is tested 20%. This concrete is tested for its properties, such as density, void content, compressive strength and water permeability. The most important property of pervious concrete is its water permeability.

FEM-BEM analysis of tyre-pavement noise on porous asphalt surfaces with different textures

Pavement surface characteristics such as surface texture and acoustic absorption play important roles in tyre-pavement interaction noise. The present study aims to investigate the effects of pavement surface texture and porous surface on tyre-pavement noise using a coupled modelling approach with finite element method–boundary element (FEM-BEM) analysis. A radial tyre model was first built using FEM, and tyre surface accelerations under the excitation from pavement texture were obtained from modal analysis. The radiation sound fields caused by tyre vibration were then solved using BEM for noise prediction. Texture profiles and sound absorption coefficients of different pavement surface types were considered in the analysis. The prediction results were calibrated and validated with the measurements reported in the literature. The results show that, with proper calibration, the proposed numerical model can predict sound pressure levels and overall noise with specific inputs of surface texture spectra and acoustic absorption spectra. In general, the surface type with the higher texture levels usually generates greater noise for both porous and non-porous surfaces. The overall noise decreases with the increase of porosity under the same surface texture condition. However, the noise variation due to different sound adsorption coefficients of porous pavement is not as significant as the effect of surface texture on noise.

Tyre–pavement interaction noise levels related to pavement surface characteristics

In recent years, the quieter pavement surface which can affect traffic noise levels has been needed largely due to increasing public awareness and demand. The objective of this research is to utilise two methods of measuring tyre–pavement interaction noise and to investigate the influence of different pavement characteristics on tyre–pavement noise level. The first method used the close-proximity noise trailer and the second method used on-board sound intensity measurement. The pavement characteristics considered are pavement texture and smoothness, air voids, pavement stiffness, and nominal maximum aggregate size (NMAS) of asphalt mixtures. The tyre–pavement noise was measured by different techniques from various types of pavement sections in the National Center for Asphalt Technology test track. Testing was conducted on four major family groups of Superpave fine and coarse graded, open-graded friction course, and stone matrix asphalt mixes from 2009 Test Track research cycle to evaluate the changes over time. Relative significance analysis is performed to detect the combined effect of pavement texture and smoothness, air voids, pavement stiffness, and NMAS on tyre–road noise levels. The results show that the noise levels vary widely according to pavement surface type. The evaluation confirms that macrotexture increases the low-frequency noise and higher air void content reduces the high-frequency noise level, while other surface characteristics were found to have less influence on noise levels. The content of this study can be used in the vehicle and pavement noise development process to decrease the tyre–pavement interaction noise and for pavement design and construction to determine appropriate quieter pavement surfaces.

Deployment of the Next Generation Concrete Surface in Minnesota

Development of a quiet diamond grinding configuration commenced in an initial laboratory effort at Purdue University, followed by research iterations from 2007 to 2010 at the pavement test track research facility (MnROAD) of the Minnesota Department of Transportation (DOT). This paper catalogues the stages in the development and deployment of the Next Generation Concrete Surface (NGCS) from the configuration development at MnROAD, coupled with the simultaneous development of a tire–pavement noise predictive model deployed on Interstate 94 near Saint Cloud, Interstate 35 in Duluth, and Interstate 394 in Minneapolis, Minnesota. NGCS in these projects caused noise reduction of 3 to 6 dB, representing 50% to 75% sound intensity reduction. Diamond grinding was performed on the preexisting textures: burlap drag on Interstate Highway 94 near Saint Cloud, transverse tining on Interstate Highway 35 in Duluth, and Ultra-Thin Bonded Wearing Course (UTBWC) on Interstate 394, Minnesota DOT exceeded the goal of not increasing the pregrind tire–pavement noise level by these rehabilitations. The predictive tire–pavement interaction noise model was validated in these deployments, including on Interstate 394, where the full acoustic benefit of NGCS had been attenuated by the anomalous effect of undulations reminiscent of the previous concrete–UTBWC interface, which had inadvertently conferred a background configuration to the new diamond-ground surface.

State-of-the-Art Review on Sustainable Design and Construction of Quieter Pavements—Part 2: Factors Affecting Tire-Pavement Noise and Prediction Models

Traffic noise is a combination of noises produced from a number of sources. Of all the traffic noise sources, tire-pavement noise, which is emitted as a result of the interaction of rolling, slipping, or dragging tires and the pavement surface, is the dominant contributor of overall noise, particularly when vehicles are moving at higher speeds. Therefore, a number of research studies have been conducted to identify and analyze the factors affecting the generation of tire-pavement interaction noise. This helps in identifying and selecting appropriate noise mitigation techniques. In this paper, an extensive literature survey on the factors affecting tire-pavement noise is presented, and different views on the impact of each individual factor are discussed. From the literature survey, it is also evident that there is a potential correlation between pavement’s material characteristics and tire-pavement noise. A comprehensive discussion about this correlation is presented in the paper. In addition, this paper discusses various mathematical models for predicting pavement noise, and their advantages and shortcomings.

BEM-FEM Model for Truck Tire-Pavement Interaction Noise Prediction

ABSTRACT Tire-pavement interaction noise has become the dominant source of traffic noise for vehicular speeds greater than 30 mph, as the automotive engine and exhaust system noise are being effectively controlled. Compared with field testing for tire-pavement sound pressure measurement, this study develops an efficient boundary element method (BEM)/finite element method (FEM) model for tire-pavement interaction noise prediction for typical truck tires. The tire structure and modal characteristics of a semisteel radial truck tire are computed using the FEM, and the solution for the radiation acoustic fields caused by the vibration under harmonic excitations is based on the BEM. Application of this model is verified for simulation of the noise reduction performance of porous asphalt concrete with different porosity values. These results demonstrate the effectiveness of tire-pavement interaction noise prediction with the BEM/FEM model. Further research will be conducted with the noise excitation resulting from pavement surface texture profiles.

Measurement and Characterization of Asphalt Pavement Surface Macrotexture Using Three Dimensional Laser Scanning Technology

Abstract Pavement macrotexture plays a critical role in highway users' safety. It is also closely related to tire-pavement interaction noise. In recent years, continuous effort has been made toward three-dimensional macrotexture measurement in the field to accommodate pavement management. This study presents a newly developed macrotexture measuring system with 3D laser scanning technology. The underlying system demonstrates a series of desirable properties including: (1) 3D surface feature, (2) high speed data collection, (3) large sampling capacity, (4) high resolution and accuracy, and (5) ease of operation. Based on data collected on a real-world asphalt pavement by the system, it is demonstrated that the existing pavement macrotexture evaluation indexes are extended from 2D to 3D. By comparison, it is shown that the 3D indexes are able to characterize pavement macrotexture in a more comprehensive and realistic manner. The correlation among the 3D indexes is also evaluated, which provides pavement researchers and engineers more flexibility in selecting relevant indexes in macrotexture property evaluation.

Development and validation of a tenable process for quantifying texture spikiness for pavement noise prediction

In pavement infrastructure, it is important to characterise the surfaces for an effective prediction of noise. One of the major influencing variables, texture orientation, also called spikiness, is a measure of how spiky the surface asperities are. Tyre–pavement interaction noise is associated with mechanisms triggered by micro-, macro- and megatexture. Of the variables within macro-texture range, texture spikiness has gained increased interest by providing explanations for scenarios with similar texture direction and mean profile depth on the same level of distress yet exhibiting very different noise levels. A tool created in this research, ‘PARSER’, facilitated computation of skewness/spikiness statistics. This paper therefore tenably quantifies texture spikiness by the method of skewness of amplitude distribution function. Consequently, a logical quantification of texture spikiness has facilitated a phenomenological noise prediction model. When properly quantified, texture spikiness is an indispensable tyre–pavement interaction variable.

고속도로 영업소 광장의 럼블스트립 관련 소음평가

PURPOSES: This study evaluated a measuring technique for tire-pavement interaction noise that uses a noble close proximity (NCPX) method as well as for noise level measured inside of a car (e.g., Inside Noise Level) in term of rumble strips constructed at a tall gate. METHODS: According to the measurements of NCPX and inside noise level (INL), 1/3 octave band frequency analysis and overall noise level calculation were conducted in order to evaluate noise levels of NCPX and INL, depending on types of rumble strips. RESULTS: The tested sections of general concrete pavement surface and two different types of rumble strips were evaluated, using 1/3 octave band frequency analysis and overall noise level. From the analyzed results, it can be concluded that rumble strips generate a relatively huge noise levels when compared to the concrete pavement surface. CONCLUSIONS: Noting that above 3 dBA different noise levels can let drivers know that they are getting close to toll gate; therefore, they should apply their brakes. Thus, the noise levels of rumble strips are required to be reduced, based on considering the neighbors living near toll gates.

서울시 내부순환도로 교면포장 형식에 따른 소음특성 연구

A measuring technique for tire-pavement interaction noise that uses a proposed noble close proximity(NCPX) method, which has been proofed in terms of the reliability and consistency of interaction noise measurement through several researches, equipped with surface microphones has been adopted in order to perform bridge deck pavement noise evaluations on four different pavement surfaces. Through field testing measurement of bridge deck pavement in Seoul inner ring road, the appropriate noise-measuring procedures have been used for evaluating the noise characteristics of four different surfaces. Measuring results show that tire-pavement noise levels vary depending on the surface types and vehicle speeds. Furthermore, the different characteristics of tire-pavement interaction noise can be found before and after the new surface construction of bridge deck pavements in terms of the 1/3 octave band analysis of vehicle speed.

Noise measuring technique and field evaluation based on the effects of vehicles and pavement types

A measuring technique for tire–pavement interaction noise (coast-by noise) that uses a proposed close proximity (CPX) method equipped with surface microphones has been employed to perform pavement noise evaluations on nine different pavement sections as well as two on-site highways. Through field tests, the appropriate noise measuring procedures have been developed and validated for evaluating light and heavy vehicles and various pavement surfaces at varying vehicle speeds. The results show that tire–pavement noise levels vary widely according to the various surface types, vehicle types, and vehicle speeds. In addition, it was found that power-by noise (power-train plus tire–pavement interaction noise) measurements, based on the proposed CPX method, were able to determine the sound power levels used for outdoor sound propagation models.