Effects of Tire Cavity Resonance on Vehicle Road Noise

Abstract

One of the major factors in road-induced noise in a vehicle is the vibration characteristics of its tires. The effects of tire cavity resonance are clarified in this paper by a mathematical approach to the excitation and by road tests. Peaks of road noise due to cavity resonance in automobile tires exist at frequencies between 230 and 300 Hz. The major peak is at the first mode of cavity resonance in the circumferential direction and is not affected by the cross-sectional shape of the tire. The noise is affected by only the first mode of cavity resonance. Therefore, by using countermeasures to this resonance, the road noise can be reduced.

Experimental analysis of the structure-borne tyre/road noise due to road discontinuities

“…These vibrations then cause noise radiation in the vehicle passenger compartment which is referred to as structure borne interior noise. Measurements show that the interior noise below 400 Hz correlates very well with the forces measured at the spindle [12]. The structure borne noise contribution dominates the interior noise below 500 Hz [5,13].…”

A deterministic and statistical energy analysis of tyre cavity resonance noise

“…TCR noise problem causes structure-borne noise and vibration at the first TCR frequency around 200-300 Hz. In one of the previous studies, the phenomenon was investigated by simultaneous measurement of vibration and noise at the wheel hub and passenger cabin [1]. Other studies to mitigate the noise included a proposal to use oblong cross section at the rim well area [2].…”

“…This tonal sound contributes to the increased level of annoyance while adding up to the structural and aerodynamics noise [1,6]. TCR noise problem causes structure-borne noise and vibration at the first TCR frequency around 200-300 Hz.…”

“…This may not include the option to ascertain the weak coupling effect. Experimentally, the TCR modes were studied mostly under the weak coupling condition [1][2][3] where the resonance frequencies did not shift. The latest experiment from [4] explained the split peak phenomenon where a microphone was used and mounted inside the tyre cavity when the wheel and tyre was rolling.…”

Wheel Dynamic Response to Rolling Excitation on Road

“…Tyre dynamic modelling for the behaviour and its interaction with road surfaces have been made significant efforts [1][2][3][4][5][6][7][8][9][10][11][12][13]. The idea using damping material to absorb vibration and noise also have been proposed for a long time [14][15][16][17][18].…”