Tyre/road noise prediction: A comparison between the SPERoN and HyRoNE models - Part 1

Abstract

characteristics of the road surface. Both models are hybrid: they combine statistical laws with physical models. With a computing time of a few minutes (very quick compared to full physical models), they provide operational tools for tyre/road noise prediction. Particular fields of interest are road surface optimisation with respect to noise at the laboratory scale, conformity of production of a new surface and acoustic monitoring of roads. They are now implemented as user-friendly stand-alone applications. The presentation will address the principles of the models, their performances and their respective main fields of application. Part 1 will address the philosophy and the principles of the models.

Auralization model for the perceptual evaluation of tyre–road noise

“…where j 8 is and unknown factor for each third-octave band, q, r and s are unknown, real-valued exponents, o is the tread stiffness measured for each tyre as shore hardness, @ Y is the flow resistance of the road surface and p is the rolling speed. For further information on the input parameters see [6]. Finally, the residual term is written as…”

“…This is only possible if the number of parameters is kept low. The tyre system is therefore modelled as an orthotropic plate on elastic support [6]. It has both the advantages of being handy and of being sufficiently accurate in the frequency range up to 4 kHz.…”

“…The second model concerns the prediction of tyre-road noise levels for different combinations of tyres and road surfaces. This model is built on work made inside the so-called Sperenberg project [6] and is known as the SPERoN model. Section 3 describes the approach behind the SPERoN model.…”

Tyre/road noise prediction: A comparison between the SPERoN and HyRoNE models - Part 2

“…Since tyre characteristics, tyre load and rolling velocity are part of the physical sub-model of SPERoN, it is not necessary to rebuild the model in the case of applying it to tyres, road surfaces and speeds which are different from those used for the determination of the statistical parameters. However, if another tyre is to be used with the model its structural dynamic parameters have to be determined by means of point mobility and tread pattern measurements as described in [1]. Based on this fact the model could be validated by applying it to a number of tyre/road/speed combinations others than the original ones.…”

“…As described in part 1 of this duplex paper [1], the philosophy that prevailed for the development of each model was very specific. The principles which have been pursued are thus quite different on several aspects.…”