Local Effects Between the Tyre and the Road

Gäbel, Gunnar; Moldenhauer, Patrick; Kröger, Matthias

doi:10.1007/bf03247047

Cited by 4 publications

(2 citation statements)

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“…Using a Young's modulus of E = 1 N/mm 2 he found, until 1 kHz, a high correlation between the enveloped roughness and the measured noise. This matches the stiffness results of the first rubber-road contact experiments of Gabel [69]. Anfosso [5] validated the predicted contact pressures in the HyRoNe model for a slick tyre rolling on eight roads, by means of a pressure sensitive film (TekScan), statically.…”

Section: Road Roughnesssupporting

confidence: 70%

Engineering tools for interior tyre tread pattern noise

Bekke¹

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The regular tyre tread pattern design process is often based upon experience and experimental evaluations and may take about 2 years. The use of engineering tooling could improve and speed up this process. The research objective is therefore to develop experimental and simulation tooling by which interior tyre tread pattern noise can be predicted, analysed and optimized.The physics of tyre-road noise is explained in a comprehensive manner as a thorough understanding of the physics is needed to evaluate, measure, analyse or optimize tyres with respect to noise. The first engineering tool developed is an instrumented vehicle with dedicated measurement and processing technologies, enabling quantification of the terminology used in subjective evaluations of tyre-road noise. The three most important tyre tread pattern noise characteristics are: level, tonalness and modulation/drumming. They can be quantified, respectively, by the Sound Pressure Level, the so-called order spectrum and the (bandpass filtered) sound pressure variation during one tyre revolution.While rolling on smooth roads, the tyre tread pattern geometry in the tyre-road contact is considered to be the main origin of contact pressure variations, resulting in vibrations and noise. The second engineering tool is a simulation procedure of this source. In the new source modelling approach, the averaged tread pattern height in contact is calculated. The model predicts (R 2 = 0.76) the correct trends of the three tyre tread pattern noise characteristics, by using the trend of their geometrical cause. The model can be used to reduce exterior as well as interior tyre tread pattern noise.From these tyre tread pattern noise characteristics dedicated Sound Quality Metrics are defined: for level the Standard Deviation (STD), for tonalness the Order Prominence (OP) and for modulation the Multi-Order Modulation (MOM). They correspond very well (respectively R 2 =0.96, 0.60 and 0.80) with the human perception of the noise characteristics. An increase in each of the metrics results in a worse subjective perception of the tyre tread pattern noise. The metrics are applicable for measured and simulated sounds.In the third engineering tool the three metrics are combined to model the human percpetion of tyre tread patternn noise. The human perception model is obtained through a linear regression of these tyre related Sound Quality Metrics on the subjective rating of simulated sounds. The output of the model is called the Sound Quality Preference Index (SQPI) predicting the human perception of tyre tread pattern sounds correctly (R 2 =0.94).The coupled source -human perception model can be used to speed up and improve the current tyre tread patter design process. 't In mekaar dreaien van 'n baandprofiel, doot wie nog vaak zoa a'w 't leerd hebt. Nen gladden baand maken in 't fabriek, 't baandprofiel der met 'n mes oetsnieden en dan loester noar 't baandgeloed in 'n auto. Dan noadeanken en bekiekt wie oons hoo o'w 't better maken könt. Dat kost onmeunig völ tied en doar kan w...

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Section: Road Roughnesssupporting

confidence: 70%

Engineering tools for interior tyre tread pattern noise

Bekke¹

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“…Within the scope of this work, experiments with a tribometer test rig are used to realistically describe the local rubber friction characteristic. Figure 8 shows the results on a corundum surface ( R z = 78·4 μm) taken from Gäbel et al 24 as grid for a variation of the sliding velocity and the normal pressure. The characteristic reveals the typical features of rubber friction, which are, namely, a maximum with respect to the sliding velocity and a decreasing friction coefficient with increasing normal pressure.…”

Section: Modelling Of Dynamic Systems With Elastomer Contactsmentioning

confidence: 99%

Dynamic systems with rubber contacts in technical applications

Moldenhauer

Nepp

Kröger

2011

Plastics, Rubber and Composites

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This work deals with the experimental investigation and modelling of adhesion and friction of rubber. With the recently developed adhesion test rig, the contact partners can rapidly be separated while the contact force is measured. The results reveal a strong influence of the preload duration and preload level. Furthermore, a modular modelling concept for dynamic systems with rubber components undergoing sliding friction is presented and exemplified by a tyre tread block. The model considers the geometry of the rubber component, the parameter dependent friction, the roughness induced non-linear contact stiffness and the wear effects. The measurements of high frequency, self-excited tread block vibrations are performed on a tribometer test rig and compared to corresponding simulations with the proposed model.

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Simulation and Experimental Investigations of the Dynamic Interaction between Tyre Tread Block and Road

Moldenhauer

Kröger

2010

Elastomere Friction

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Local Effects Between the Tyre and the Road

Cited by 4 publications

References 0 publications

Engineering tools for interior tyre tread pattern noise

Engineering tools for interior tyre tread pattern noise

Dynamic systems with rubber contacts in technical applications

Simulation and Experimental Investigations of the Dynamic Interaction between Tyre Tread Block and Road

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