A study of tyre, cavity and rim coupling resonance induced noise

Wang, Xu; Mohamed, Zamri; Ren, He; Liang, Xingyu; Shu, Hongli

doi:10.1504/ijvnv.2014.059628

Cited by 13 publications

(10 citation statements)

References 5 publications

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“…For an actual tyre consists of tyre tread and side wall, the structural resonance frequencies would differ than shown in Table 3. However, the vibration modes of an actual tyre are very similar to the tread-only model as observed in another study (Wang et al, 2014).…”

Section: Structure Natural Frequency and Mode Shapesupporting

confidence: 71%

“…In the matrix, V 2 term for the first two diagonal terms is ignored due to retaining only the inertia term associated with radial deformation (w r ) whereas the inertia term associated with in-plane deformation (u z and v ) are neglected (Blevins, 1995). This is also supported by the fact that the tread natural frequencies from 180 Hz to 250 Hz are all those with radial modes (Wang et al, 2014) det…”

Section: Structure Natural Frequency and Mode Shapementioning

confidence: 99%

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Structural-acoustic coupling study of tyre-cavity resonance

Mohamed

Wang

Jazar

2014

Journal of Vibration and Control

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The tyre cavity resonance induced cabin noise has been a major unsolved customer complaint issue for a long time. A study of coupled tyre-cavity structural-acoustic system using impedance compact mobility matrix is presented in this paper. This method offers a better physical interpretation and numerical prediction about a coupled tyre-cavity system than previous models. It can calculate the sound pressure inside the tyre cavity as well as the tread wall vibration velocity at the same time. The analytical results have been verified by the results of the VAOne vibro-acoustic model. The VAOne software was also validated by the results from a case study of a rectangular box-cavity system in previous literature. From the analytical calculation, the tyre cavity coupling modal frequency is found to be split into two close resonance frequencies if the tyre structural natural frequency is close to the fluid cavity resonance frequency. The geometric coupling coefficient has been calculated using Matlab code. This study provides a better insight into the resonance coupling phenomenon of the tyre cavity to the tyre structure and its root causes. It demonstrates more clear physical meaning of the tyre cavity coupling model and its inherent characteristics than that from ‘black box’ finite element software. This develops a better understanding of the problem and its root causes facilitates effective solutions for the problem. Even though the study was conducted in a tyre-cavity system, the solution and methodology are applicable to other toroidal shape structural-acoustic systems.

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Section: Structure Natural Frequency and Mode Shapesupporting

confidence: 71%

Section: Structure Natural Frequency and Mode Shapementioning

confidence: 99%

Structural-acoustic coupling study of tyre-cavity resonance

Mohamed

Wang

Jazar

2014

Journal of Vibration and Control

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“…According to Chang et al [ 27 ], TPIN becomes the primary source of noise occurring at frequencies below 500 Hz, part of the audible frequency range. The fundamental frequency, f , of the tire cavity is a function of the speed of sound of air, c , and wavelength, λ ;

where D o is the outer diameter of the tire cavity toroid, and D i is the inner diameter of tire cavity toroid [ 8 ]. For general passenger vehicles, the cavity mode is close to 230 Hz, which needs to be reduced [ 28 , 29 ].…”

Section: Design and Fabrication Of Amsmentioning

confidence: 99%

“…Compressed air in a tire cavity generates resonant noise and vibration at a frequency range below 1,000 Hz, and the fundamental frequency is near 230 Hz [ 8 ]. Conventional noise reduction techniques using thick metal plates are not applicable for isolating this resonant noise and vibration of compressed air in a tire cavity due to design constraints.…”

Section: Introductionmentioning

confidence: 99%

Acoustic Metasurface-Aided Broadband Noise Reduction in Automobile Induced by Tire-Pavement Interaction

Heo

Sofield

et al. 2021

Materials

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The primary noise sources of the vehicle are the engine, exhaust, aeroacoustic noise, and tire–pavement interaction. Noise generated by the first three factors can be reduced by replacing the combustion engine with an electric motor and optimizing aerodynamic design. Currently, a dominant noise within automobiles occurs from the tire–pavement interaction over a speed of 70–80 km/hr. Most noise suppression efforts aim to use sound absorbers and cavity resonators to narrow the bandwidth of acoustic frequencies using foams. We demonstrate a technique utilizing acoustic metasurfaces (AMSes) with high reflective characteristics using relatively lightweight materials for noise reduction without any change in mechanical strength or weight of the tire. A simple technique is demonstrated that utilizes acoustic metalayers with high reflective characteristics using relatively lightweight materials for noise reduction without any change in mechanical strength or weight of the tire. The proposed design can significantly reduce the noise arising from tire–pavement interaction over a broadband of acoustic frequencies under 1000 Hz and over a wide range of vehicle speeds using a negative effective dynamic mass density approach. The experiment demonstrated that the sound transmission loss of AMSes is 2–5 dB larger than the acoustic foam near the cavity mode, at 200–300 Hz. The proposed approach can be extended to the generalized area of acoustic and vibration isolation.

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“…The presence of sound absorbent material inside the tire attenuated these peaks. In previous studies, foam or other suitable porous materials filled into the tire cavity would be able to reduce the distinct peak at the first TCR mode (Sakata et al, 1990;Richards, 1991;Haverkamp, 2000;Molisani et al, 2003;Fernandez, 2006;Jessop and Bolton, 2011;Mohamed and Wang, 2015;Mohamed et al, 2013;Wang et al, 2014).…”

Section: Introductionmentioning

confidence: 97%

Tire cavity resonance mitigation using acoustic absorbent materials

Mohamed

2015

Journal of Vibration and Control

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In this study, the use of acoustic absorbent materials specifically felt to mitigate tire cavity resonance noise is presented. The inclusion of a trim in the tire cavity is represented by the addition of the acoustic damping loss factor into the sound pressure response function. In addition, the possible solution of using multilayer trim materials to mitigate the cavity mode effect is presented using the sound absorption coefficient values from the impedance tube experiments and by adopting other empirical models. Moreover, the sound absorption coefficient calculated from the method of electrical-analogy is compared with that from the experimental data and found to be reasonable. Experimental modal analysis was performed to show the effect of inserting an absorbent material (polyfelt) onto the inside surface of the tire where reduction in both the inside cavity sound pressure level and the wheel hub acceleration was observed. A Taguchi analysis is also done to rank the effectiveness of varying trim thickness and mass density as well as adding air gap to suppress tire cavity resonance noise.

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A study of tyre, cavity and rim coupling resonance induced noise

Cited by 13 publications

References 5 publications

Structural-acoustic coupling study of tyre-cavity resonance

Structural-acoustic coupling study of tyre-cavity resonance

Acoustic Metasurface-Aided Broadband Noise Reduction in Automobile Induced by Tire-Pavement Interaction

Tire cavity resonance mitigation using acoustic absorbent materials

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