Abstract:As we all know, the tire acoustic cavity resonance noise (TACRN) can cause irritating noise in a vehicle, but it is evidently difficult to be weakened. To obtain accurately the characteristics of TACRN is a key step of attenuating TACRN. In this paper, a simulation method, in which a simplified finite element model of automobile tire with acoustic cavity introducing the rotation of automobile tire is established, is proposed to gain the sound field in the cavity of a rotating automobile tire. And the test of s… Show more
“…Meanwhile, in terms of tire with the fixed specification, although adjusting the inner contour parameters can affect the shape of the tire cavity, it does not have a significant influence on TACR noise. It verifies the well-known assumption that the approximate model of tire cavity can be simply recognized as the regular rectangle tube, 12,40 and the propagating acoustic wave can be recognized as the plane wave in tubes. 41…”
Section: Effect Of Tire Parameters On Tire Cavity Resonance Noisesupporting
Tire acoustic cavity resonance (TACR) noise is one kind of low-frequency and narrowband noise that particularly annoys passengers, especially becomes more prominent in electric vehicles. This paper demonstrates a numerical investigation on the TACR noise via the acoustic-structural coupling finite element model. The accuracy of this coupling finite element model is validated both by the analytic method based on the superposition theory of traveling waves and experimental modal tests of tire cavities. According to the simulated models, the influences of external factors including the inflation pressure and road load on the TACR noise are studied. Meanwhile, as the main constituent component in the tire model, the effect of belt cord is also discussed. To design the low-TACR noise tire, various design parameters of the inner contour in tire cavity are analyzed. By the orthogonal test and range analysis, it is found that the contour parameters can slightly affect the modal frequency and sound pressure of TACR noise. Among these, the curvature radius of the tire shoulder ρ 4, tire sidewall ρ 5, and half-section height H have a more obvious influence on the TACR noise than the curvature radius of the tire crown region ρ 2 and transition region ρ 3. Meanwhile, it also illustrates that increasing the curvature radius at the tire shoulder ρ 4 and reducing the half-section height H has a reduction effect on the TACR noise. This study can contribute to the design of low road noise tires.
“…Meanwhile, in terms of tire with the fixed specification, although adjusting the inner contour parameters can affect the shape of the tire cavity, it does not have a significant influence on TACR noise. It verifies the well-known assumption that the approximate model of tire cavity can be simply recognized as the regular rectangle tube, 12,40 and the propagating acoustic wave can be recognized as the plane wave in tubes. 41…”
Section: Effect Of Tire Parameters On Tire Cavity Resonance Noisesupporting
Tire acoustic cavity resonance (TACR) noise is one kind of low-frequency and narrowband noise that particularly annoys passengers, especially becomes more prominent in electric vehicles. This paper demonstrates a numerical investigation on the TACR noise via the acoustic-structural coupling finite element model. The accuracy of this coupling finite element model is validated both by the analytic method based on the superposition theory of traveling waves and experimental modal tests of tire cavities. According to the simulated models, the influences of external factors including the inflation pressure and road load on the TACR noise are studied. Meanwhile, as the main constituent component in the tire model, the effect of belt cord is also discussed. To design the low-TACR noise tire, various design parameters of the inner contour in tire cavity are analyzed. By the orthogonal test and range analysis, it is found that the contour parameters can slightly affect the modal frequency and sound pressure of TACR noise. Among these, the curvature radius of the tire shoulder ρ 4, tire sidewall ρ 5, and half-section height H have a more obvious influence on the TACR noise than the curvature radius of the tire crown region ρ 2 and transition region ρ 3. Meanwhile, it also illustrates that increasing the curvature radius at the tire shoulder ρ 4 and reducing the half-section height H has a reduction effect on the TACR noise. This study can contribute to the design of low road noise tires.
“…The possible reasons are the experimental measurement error, the disturbance of the test environment noise on the tire cavity resonance noise since the microphone is installed in the tire cavity, and the effect of load causing the contact patch deformation in the test. In future work, we will introduce the effect of load into the theoretical analytical model of this paper.Figure 12.Test setup and model of finite element simulation (Hu et al, 2020, 2021). (a) Test setup, (b) Model of finite element simulationFigure 13.Distribution of the acoustic pressure amplitude for the running speed of 50 km/h.…”
Section: Verification Of Theoretical Calculation Resultsmentioning
confidence: 99%
“…Test setup and model of finite element simulation (Hu et al, 2020, 2021). (a) Test setup, (b) Model of finite element simulation…”
Section: Verification Of Theoretical Calculation Resultsmentioning
confidence: 99%
“…The authors' previous works (Hu et al, 2020(Hu et al, , 2021) found and described the acoustic mode deflection phenomenon in a rotating tire cavity through the experimental test and finite element simulation (Figures 12 and 13). Obviously, the acoustic mode deflection phenomenon in a rotating tire cavity obtained by the method in this paper is basically consistent with the experimental test and simulation results shown in Figures 13(a) and (b).…”
Section: Acoustic Modes Of a Rotating Tire Cavitymentioning
Tire acoustic cavity resonance (TACR) noise contributes significantly to interior noise for lower powertrain noise passenger cars and electric cars, which affects the ride comfort obviously. To design sound absorption structures effectively, it is crucial to clarify the evolution mechanism and influence factors of the resonance frequencies and acoustic modal shapes with the running speed. Aiming at these problems, in this paper, a theoretical model of sound wave propagation in a tire acoustic cavity is constructed based on the superposition principle of traveling waves, and the sound field distributions under different rotating speeds are investigated. The formation conditions of TACR are summarized from the perspective of wavenumber. Especially for a rotating tire acoustic cavity, some novel modal characteristics, such as the novel deflective modal shapes and the continuously changing phase, are found. And the theoretical calculation results are verified by the experiment and simulation. The significance of this work is that the evolution mechanisms of TACR frequency and modal shape with the tire rotating speed are theoretically clarified and revealed, which are helpful to obtain effective solutions to suppress TACR noise.
“…By modifying the body structure parameters to reduce vehicle interior noise, the NVH optimization time of the vehicle during the design phase and the subsequent trial production and mass production phases can be greatly minimized. Previous studies have recognized and reduced vehicle interior noise based on the finite element model of the vehicle body [12][13][14][15][16][17][18]. Kim et al [19] used the progressive quadratic response surface method to optimize the lower arm of the vehicle suspension system.…”
Vehicle interior noise is an important factor affecting ride comfort. To reduce the noise inside the vehicle at the vehicle body design stage, a finite element model of the vehicle body must be established. While taking the first-order global modal of the body-in-white, the maximum sound pressure level of the target point in the vehicle, the body mass, and the side impact conditions into account, the thickness of the body panel as determined via sensitivity analysis is treated as the input variable, and the sample is determined by following the Hamersley experimental design. Specifically, the Elman neural network predicts the noise value in the vehicle, and a vehicle body structure optimization method that comprehensively considers NVH performance and side impact safety is established. The prediction errors of the Elman neural network algorithm were within 3%, which meets the prediction accuracy requirements. To achieve satisfactory restraint performance, the maximum sound pressure level of the target point in the vehicle is reduced by 5.92 dB, and the maximum intrusions of the two points on the B-pillar inner panel are reduced by 31.1 mm and 33.71 mm, respectively. The side impact performance is improved while the noise inside the vehicle is reduced. This study provides a reference method for multidisciplinary research aiming to optimize the design of vehicle body structures.
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