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Academic literature on the topic 'Tyres, Rubber Noise Measurement'
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Journal articles on the topic "Tyres, Rubber Noise Measurement"
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Guo, Zhao Yang, and Guo Hui Shen. "Analysis of Tire-Pavement Noise Spectrum of Noise Reduction Dense Asphalt-Rubber Pavement." Advanced Engineering Forum 5 (July 2012): 345–51. http://dx.doi.org/10.4028/www.scientific.net/aef.5.345.
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The types of noise reduction asphalt pavement were summarized such as single layer porous or two-layer porous asphalt pavement, elastic asphalt pavement, optimized surface texture pavement, and universally composable one based on these three types. In Beijing China, it was very drought and short of rainfall, there were large volume of traffic, heavy wheel load and many dirt things on the pavement surface taken by the tires too. So asphalt-rubber pavement was the most common one for noise reduction, which was paved by gap-graded, macrotexture, dense asphalt concrete, belonging to the types of elastic and optimized surface texture noise reduction pavement. And it could reduce tire-pavement noise obviously and had excellent durability, All proved that this types of noise reduction pavement had gone through traffic and climate environment of Beijing well. It had measured tire-pavement noise of asphalt–rubber pavement and stone mustic asphalt pavement in Beijing from 2009 to 2012. This measurement was according to Measurement of close-proximity method，which prepared by international organization for standardization in the year 2000. And the test vehicle was a trailer for measuring tire-pavement noise which met requirements of ISO/CD 11819-2:2000. The factors effected tire-pavement noise spectrum were analysed, such as temperature, speed, age of pavement and so on. It reveals that, The tire-pavement noise sound level could get higher especially higher during the frequency 500Hz~2500Hz in the noise spectrum, while the testing speed increase, or the temperature decrease , or the age of pavement grow. while the frequency lay on the range of higher than 800 Hz, the asphalt–rubber pavement’s noise sound level were lower than the stone mustic asphalt pavement’s one in all situations, and when the temperature decreased from 30°C to 0°C , the low limit frequency decreased from 800Hz to 63 Hz . In order to show the reason , it had tested dynamic modulus and phase angle of the two kinds of pavement materials under different temperature and load frequency with the help of Simple Performance Tester, The result shows that, asphalt-rubber concrete has smaller Phase angle at wide temperature as well as frequency changes, it could be one of the main reasons to explain this phenomenon. It could provide reference for designing, constructing, maintaining and evaluating the noise reduction asphalt pavement.
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Czech, Krzysztof Robert, and Wladyslaw Gardziejczyk. "Dynamic Stiffness of Bituminous Mixtures for the Wearing Course of the Road Pavement—A Proposed Method of Measurement." Materials 13, no. 8 (April 23, 2020): 1973. http://dx.doi.org/10.3390/ma13081973.
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Stiffness is an important mechanical characteristic of asphalt mixtures used in the wearing course. It is one of the determining factors in the generation of tyre/road noise. The dynamic stiffness of the upper layer of the road surface depends on the physical and mechanical properties of the materials it is composed of, and traffic load. Determination of dynamic stiffness, both in laboratory conditions and in situ, requires consideration of many other factors. Tests of dynamic properties of road surfaces in field conditions are most often conducted with the help of modal hammers. Impulse excitation results are usually less accurate than those in the application of modal exciters. The test stand was constructed, comprising a tripod, 32-channel and 24-bit data acquisition system, exciter, signal amplifier, impedance head, single-axis piezoelectric accelerometers and a stinger. The test stand and the proposed method of measuring dynamic stiffness do not require the determination of the resonance frequency of the tested specimen and can be used both on various types of bituminous mixtures of varying shape and dimensions, as well as directly on the upper surface of the wearing course of bituminous pavements. The test results showed that the type of bituminous mixture used in the wearing course significantly affects its dynamic stiffness. The dynamic stiffness level of asphalt concrete, stone mastic asphalt and porous asphalt layers was determined to be similar. The addition of rubber granulates significantly reduced its rigidity, which is very beneficial from the point of view of reducing the tyre/road noise.
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Hiramitsu, Atsuo, Susumu Hirakawa, Takahiro Tsuchimoto, and Takashi Yamauchi. "Effect of different types of ceilings on floor impact sound insulation performance in CLT model building." INTER-NOISE and NOISE-CON Congress and Conference Proceedings 263, no. 2 (August 1, 2021): 4402–9. http://dx.doi.org/10.3397/in-2021-2693.
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The floor impact noise generated in a building often causes problems among residents. The floor impact sound insulation performance of timber construction buildings is lower than that of concrete construction. However, due to the large supply of wood and the stress-relieving effects of wood, the use of wood is being promoted around the world. In Japan, the Act on the Promotion of the Utilization of Wood in Public Buildings was enforced to promote the use of CLT (Cross Laminated Timber) for the effective use of wood. We have been experimentally investigating the effect of floor finish structure in CLT model building. In this paper, we report the measurement results of the change in floor impact sound insulation performance when the suspended ceiling structure was changed. As results, it was confirmed that the effect of the sound-absorbing material in the ceiling cavity and the effect of the double-layer ceiling board were effective. In addition, it was clarified that the dry-type double floor structure with rubber vibration insulator on its legs is an effective floor finish structure for improvement of heavy and light weight floor impact sound insulation performances.
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Sa'adon, Shafizah, and Anika Zafiah Mohd Rus. "Acoustical Behavior of Treated Wood Dust-Filler for Polymer Foam Composite." Applied Mechanics and Materials 465-466 (December 2013): 1039–43. http://dx.doi.org/10.4028/www.scientific.net/amm.465-466.1039.
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Wood dust filler-polymer foam composite has been studied and proved to have ability to absorb sound. In this study, treated rubber and Meranti wood dust named as RA and MA respectively was use as the filler. This study was developed to compare the behavior of sound absorption based on treated filler and particle size of wood dust. By choosing the size of 355 and 710 μm, three different percentages has been selected which is 10%, 15% and 20% for both type of wood dust. These samples has been tested by using Impedance Tube test for sound absorption coefficient (α) measurement and Noise Reduction Coefficient measurement (NRC) and Scanning Electron Microscopy (SEM) to determine the diameter of pore for selected size and type of wood dust-polymer foam composite. The pore size and structure was influence the sound absorption behavior of each sample. 355 μm-polymer foam composite of every percentage loading shows the uniform pore structure as compared to 710 μm of particle size. NRC results shows that increasing pore size has decrease the NRC value. It is therefore, concluded that the sound absorption coefficient for eachsound absorbing material, with different sizes of wood dust particles, types of wood dust and the percentages of wood dust loading in polymer foam matrix effect the sound absorption behavior.
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Jittham, P., S. Sucharitpwatskul, S. Siriruk, and S. Meesaringkarn. "Finite Element Analysis of elastomer: Case study – Rolling resistances of pneumatic and solid tyres." IOP Conference Series: Materials Science and Engineering 1234, no. 1 (March 1, 2022): 012002. http://dx.doi.org/10.1088/1757-899x/1234/1/012002.
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Abstract EU tyre labelling rules have been applied since November 1st, 2012, to inform about the performances of tyres on fuel efficiency (rolling resistance), safety (braking on wet surfaces) and noise (external noise). The tyre labels help customers to make their purchase decisions by trade off on tyre performances and prices. Consequently, manufacturers have to engineer their products so that their tyres are classified on top of the label categories. Tyre rolling resistance involves in many kinds of tyre knowledge such as rubber formulations, tyre structures and tyre tread patterns. Generally, 70% of tyre rolling resistance depends on the hysteresis properties of rubber compounds and 30% depends on other properties such as road conditions, tyre pressures, load carrying, vehicle speeds, and tyre tread designs. From this point of view, even if rubber compounds are formulated to have good hysteresis properties, they can help reduce tyre rolling resistance up to 70%. If tyre rolling resistance needs to be further reduced, tread designs have to be considered. Therefore, this case study will show how to reduce tyre rolling resistance by using Finite Element Analysis (FEA). Pneumatic light truck tyres were used to study their tread patterns, tread depths and contact areas affecting their rolling resistances, while solid tyres were used to study on their tread patterns, tread depths, contact areas and tyre structures affecting their rolling resistances. The FEA results showed that tread patterns had high effects on rolling resistance of pneumatic light truck tyres while they had little effects on solid tyres. Contact areas and tread depths affected rolling resistances of both tyres. Increase in contact areas reduced tyre rolling resistances while increase in tread depths resulted in higher tyre rolling resistances.
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Eisenblaetter, Jochen, Stephen J. Walsh, and Victor V. Krylov. "Air-related mechanisms of noise generation by solid rubber tyres with cavities." Applied Acoustics 71, no. 9 (September 2010): 854–60. http://dx.doi.org/10.1016/j.apacoust.2010.05.002.
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Ahac, Saša, Ivo Haladin, Stjepan Lakušić, and Vesna Dragčević. "Croatian Experience in Road Traffic Noise Management - Concrete Noise Barriers." Romanian Journal of Transport Infrastructure 3, no. 1 (July 1, 2014): 1–11. http://dx.doi.org/10.1515/rjti-2015-0019.
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Abstract The paper gives an overview of concrete noise barrier application in several EU countries and in Croatia. It describes a process of introducing different noise protection solutions on Croatian market in the phase of intensive motorway construction in recent years. Namely, an extensive motorway network has been constructed in Croatia in the last 10 years. Following the process of motorway construction, noise protection walls have also been erected. Usage of different building materials and installation processes as well as variations in building expenditures has led to a comparative analysis of several types of noise protection solutions (expanded clay, wood fibre) including a new eco-innovative product RUCONBAR, which incorporates rubber granules from recycled waste tyres to form a porous noise absorptive layer.
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Guo, Zhaoyang, Junyan Yi, Sainan Xie, Jianpeng Chu, and Decheng Feng. "Study on the Influential Factors of Noise Characteristics in Dense-Graded Asphalt Mixtures and Field Asphalt Pavements." Shock and Vibration 2018 (August 28, 2018): 1–13. http://dx.doi.org/10.1155/2018/5742412.
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Determining the influential factors of noise characteristics in dense-graded asphalt mixtures and field asphalt pavement is important in constructing highways that are both low noise and environmentally friendly. In this study, the effects of nominal maximum aggregate size, asphalt binder type, air void percentage, and the service life of pavement on the noise absorption characteristics of asphalt mixtures were first investigated in laboratory. Thereafter, tire/pavement noise measurements were conducted on different types of dense-graded asphalt pavements. The effects of the service lives of the pavements, the types of the pavements, driving speeds, and test temperatures on the noise levels of the pavements were also studied. The Zwicker method is used to calculate psychoacoustic parameters on the tire/pavement noise spectrum. The laboratory results indicate that reducing the nominal maximum aggregate size, using rubber asphalt, and increasing air void percentage as well as surface texture depth improve the sound absorption performance of asphalt mixtures. The field measurements show that laying down asphalt pavements with a shorter service life or larger texture depth, using rubber asphalt, reducing traffic speed, and increasing air temperature can reduce noise.
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Ružickij, Robert, Tomas Astrauskas, Sarma Valtere, and Raimondas Grubliauskas. "Sound Absorption Properties Evaluation and Analysis of Recycled Tyre Textile Fibre Waste." Environmental and Climate Technologies 24, no. 3 (November 1, 2020): 318–28. http://dx.doi.org/10.2478/rtuect-2020-0106.
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AbstractModern world is exposed to various environmental concerns which are closely related to human health condition. Since the automatization, world became vulnerable to the noise and the waste amounts generated. World Health Organization report states, due to noise, Western Europe each year loses approximately 1 million of healthy life years. However, noise is not the only concern. Tyres, since they were banned from the landfills, became enormous problem in a modern society. Approximately 2.6 million tonnes of tyres are generated each year in Europe, out of which 320 000 tonnes of Recycled Tyre Textile Fibre (RTTF) waste. Practically, rubber granules and metals extracted from tyre can be reused, however reusing RTTF is a challenge. The main focus is on the possibility of reuse of RTTF in buildings for acoustical comfort improvement. The determination of sound absorption is implemented by experimental research, based on ISO 10534 standard, involving five types of sound absorbing materials. It was concluded that RTTF has a great potential in use for sound absorption structures and can be an alternative substitute to non-renewable and non-recyclable materials.
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Haworth, B., D. Chadwick, L. Chen, and YJ Ang. "Thermoplastic composite beam structures from mixtures of recycled HDPE and rubber crumb for acoustic energy absorption." Journal of Thermoplastic Composite Materials 31, no. 1 (December 19, 2016): 119–42. http://dx.doi.org/10.1177/0892705716681836.
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The use of recycled rubber crumb in the design and production of thermoplastic-rubber composites as sound absorbers can provide solutions to noise pollution and for the recovery of post-consumer materials from both packaging and waste tyres. The work of this study is concerned with the effect of rubber crumb incorporation in high-density polyethylene (HDPE) and also in HDPE glass fibre composites on acoustic, mechanical and physical properties. Recycled HDPE compounds containing variable concentrations of cured rubber crumb particles were prepared by twin screw extrusion. Thermal analysis has revealed a significant increase in the level of crystallinity of the HDPE component by increasing the rubber content in the mixes. Standard three-point bending and notched impact test specimens were manufactured by injection moulding, and large-scale beam samples were produced by compression moulding using an ad hoc method that allows variation of the through-thickness elastomer content as a means of obtaining composition gradients. The flexural modulus and impact strength varied monotonically with rubber crumb concentration. A fast Fourier transform technique was used to determine the acoustic performance of the beams over a wide frequency range. The graded structures produced large improvements in acoustic absorption properties in the frequency range of 2–6 kHz, notably from composite beams containing 20% rubber and also in some multilayer beams with rubber concentration gradients.
Conference papers on the topic "Tyres, Rubber Noise Measurement"
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Bharath Anantharamaiah, Bharath Anantharamaiah, Tomas Bouda Tomas Bouda, Carlos Fidalgo Blasco, Jordi Arbiol Tormo, Francesc Xavier Montane Clos, Joan Puig Castello, Juan Jesus Garcia, and Roger Mateu Cabre. "Advanced numerical methodology for tyre noise prediction." In FISITA World Congress 2021. FISITA, 2021. http://dx.doi.org/10.46720/f2020-mcf-027.
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"It is seen that for lower car speeds the noise generated by internal combustion engine dominates that of tyres and is vice versa at higher speeds. This is beneficiary since a road user can locate an approaching slow car based on the noise from its engine. With the introduction of next generation electric vehicles pedestrian safety will pose a major concern due to the absence of engine and hence its noise. Although artificial noise sources can be added to the car, this however, comes at an extra cost to customer. Although tyres are a second source of inherent noise from the car and several researches have been made on tyre noise, yet there exist no deterministic studies over its efficient design and perception with respect to pedestrian safety. An efficient design of the tyre noise will be an economical solution for a future that demands road safety. In the current work, a design of experiment technique , which involves a simplified and innovative tyre finite element model, is implemented not only to model the tyre dynamic response, but also to correlate the influence of each rubber regions over the tyre overall dynamic behaviour. By employing this numerical model, frequency response functions due to impacts over various treads and positions and corresponding noise transfer functions of a free-free tyre upto 200 Hz is demonstrated using submodelling and sequentially coupled analysis. These results are correlated with the impact noise measurements on the physical tyre treads in a hemi-anechoic chamber. Furthermore, the influence of individual rubber regions of the tyre over the noise transfer function is presented. The damping in the current model is defined as modal damping factors that are determined from the modal tests. In future, the rubber viscoelastic properties are characterised from the tyre dynamic responses from tests and implemented in the simplified finite element tyre model, that can also be used to model the impact noise of a loaded tyre. The major expected accomplishment is to deduce a relation between the generated tyre noise and the perception of it from a pedestrian’s perspective, enhancing the pedestrian safety."
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Lee, Huay Seen, Liming Dai, and Punnamee Sachakamol. "Assessment of Acoustical Measurement Methods and Standards on Rubber Asphalt Roads." In ASME 2006 International Mechanical Engineering Congress and Exposition. ASMEDC, 2006. http://dx.doi.org/10.1115/imece2006-13324.
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This paper focuses on the availability of reliable and widely recognized standards for measuring the tyre/pavement noise by determining the existence for a common or certified standard for measuring the asphalt rubber road noise and the possibilities of establishing a common standard or making enhancement to the current standard for accurately measuring the noise. A noise measurement study is conducted using one of many methodologies recognized internationally on both conventional and asphalt rubber road. The noise measurement study is based on the Statistical Pass-by method which is described in detail in the International Standards Organization ISO 11819-1. Certain modifications have been made in order to suit the local environmental condition during the measurement. The most significant modification from the ISO 11819-1 is the distance of the microphone location that is used in the noise measurement from the center of the test road. The ISO 11819-1 stated the microphone position as 7.5m distance from the test road. However, in North America, 15m distance is commonly used. The proportions between noise source dimensions and microphone distance are affected in such a way as to reduce the potential difference between LAmax (maximum sound pressure level) and LAE (Single-event sound exposure level) [2]. Simulations can be done to find out the influence of the microphone distance to the accuracy and reliability of the test measurement readouts besides the advantages and the disadvantages on using both microphone distances from the test road. To further prove the reliability of the study, the results are then analyzed and compared to the predicted noise level using the Traffic Noise Model (TNM) developed by the Federal Highway Administration (FHWA). The FHWA's TNM that computes highway traffic noise is constructed based on the large amount of vehicle noise-emissions database and has been made comparisons to at least five other different model results or real noise measurement study to verify the accuracy of the model.
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Sangiuliano, Luca, Régis Boukadia, Elke Deckers, Wim Desmet, and Claus Claeys. "Reduction of Structure-Borne Tyre/Road Noise through Rubber Resonant Metamaterials in Tyres." In 12th International Styrian Noise, Vibration & Harshness Congress: The European Automotive Noise Conference. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2022. http://dx.doi.org/10.4271/2022-01-0954.
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Gul, Kamran A., Nasir Bilal, and Douglas E. Adams. "Modeling and Torsional Vibration Analysis of an Engine Cold-Test Cell for Production Fault Diagnostics." In ASME 2009 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2009. http://dx.doi.org/10.1115/detc2009-87020.
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Engine cold-test cell drivelines experience large torsional oscillations in transient tests due to the excitation of system resonances by various engine harmonics. The excessive torsional vibrations result in structural degradation of the driveline components and also affect the fault detection process by preventing accurate measurement of gear noise and by compromising the quality of diagnostic torque waveforms. In this work, a torsional vibration model of an engine production cold-test cell is developed to analyze the vibration and diagnostic signal characteristics. The test cell driveline components are modeled using first principles. Waveform distortion metrics based on harmonic order amplitude ratios are devised to quantify signal distortion levels. A rigorous validation of the simulation model using both torque amplitude and waveform distortion comparisons of test and simulation data is conducted. Model parameters that can help suppress the torsional resonances in the operating range are identified through embedded sensitivity functions. It is shown that by modifying the inertia and stiffness properties of the rubber coupling, the resonant vibration problem of interest can be mitigated. The design modifications are implemented in a production test cell resulting in a significant reduction in torsional amplitudes and waveform distortion levels with a corresponding increase in the sensitivity to faults.
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Radestock, Martin, Johannes Riemenschneider, Alexander Falken, and Johannes Achleitner. "Experimental Study of Flexible Skin Designs Between a Moving Wing Segment and a Fixed Wing Part on a Full Scale Demonstrator." In ASME 2020 Conference on Smart Materials, Adaptive Structures and Intelligent Systems. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/smasis2020-2310.
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Abstract Commercial aircraft today require efficient high-lift and control systems on the wings to reduce the drag in flight or decrease the take-off and landing speeds. Morphing mechanisms are one approach for improved high-lift systems. In most cases the objective function is an increased lift to drag ratio or the noise reduction. On closer examination control systems as well as morphing mechanisms are located in a certain wing segment. The transition between a moving wing part and the fixed wing is a step, which creates additional vortices. This segments the wing in span-wise direction and reduces the efficiency. A flexible skin between a moving and a fixed wing parts smooths the contour and minimize the efficiency reduction of the wing. A full scale demonstrator of a wing segment was manufactured with two flexible skin designs. The first subcomponent connects a morphing leading edge with a rib of the wing over a span of one meter. The skin is a material mix of ethylene-propylene-diene monomer (EPDM) rubber and fiberglass-reinforced plastic. The rubber is the basis of the skin and the glass-fiber is added as local skin stiffeners in the form of strips in chord-wise direction. The second subcomponent blends the aileron with a rib of the wing in a triangular design. The connection of three different hinges realizes a morphing triangle, which is loaded in an in-plane shear only state of stress in each aileron position. The core of the triangle is a 3D printed structure, which is free in shear. The covering skin is a combination of EPDM with carbon fibers oriented in +/−30° direction to obtain shear compliance and to resist the loads on the triangle. The deformation of each concept is identified at the demonstrator. Therefore, an optical measurement system scans the surface in the initial and deflected state. The required deformation precision of the concepts differs due to their design. The contour at the leading edge requires a certain shape over the span. The analysis of the skin buckling is one requirement at the transition triangle during the aileron motion. The experimental results show a smooth transition contour at the leading edge and no buckling effects at the triangle. The results can be used for the validation of simulation models. Furthermore, both skin concepts cover the gap between a moving wing segment and a fixed wing part. The elimination of steps in span-wise direction can improve the aero-acoustic behavior along the wing for future aircraft.
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Mousavi, Hoda, Mohit Nitin Shenvi, and Corina Sandu. "Experimental Study for Free Rolling of Tires on Ice." In ASME 2019 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/detc2019-97846.
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Abstract Considering that tires play a vital role not only in the performance but also in the safety of a vehicle, studying the tire-road interaction has always been a matter of interest, specifically when the tire is travelling on icy roads. However, most of the existing studies focused on tire performance on ice for traction or braking conditions [1,2] and not many studies have been devoted to the free rolling of a tire. Considering the tire in its free rolling condition is a necessary step in assessing the friction force at the tire-ice interface, which can be used next to predict the torque to be applied on the tire in order to create a zero slip condition in the tire-ice contact patch. The zero slip condition is always difficult to obtain, as it needs a very accurate assessment of the effective rolling radius of the tire. This study is a part of a more comprehensive study to investigate the effects of different tire parameters, such as rubber compounds properties on tire performance on ice. For the work presented in this paper the main objective is benchmarking the results from existing methods for obtaining the effective rolling radius of the tire and the equivalent dynamic friction coefficient of the tire on ice. The investigation approach was to experimentally study a tire under free rolling on ice. A set of experiments were thus designed and conducted for the Standard Reference Test Tire (SRTT) on a layer of ice in the Terramechanics Rig in the Terramechanics, Multibody and Vehicle Systems laboratory (TMVS) Laboratory at Virginia Tech under different applied normal load and various inflation pressure conditions. The data collected from the tests performed was used to obtain and compare the result for effective rolling radius of the tire and equivalent friction coefficient. The data collected on the Terramechanics Rig by the 6-axis wheel load measurement system P650 by Kistler was processed to eliminate the noise of the raw data using zero-phase filtering techniques in MATLAB. Other parameters measured during the tests conducted were the tire loaded radius, the width of contact patch, and the temperature distribution in the tire-ice contact patch.