30 years on the Road To Progressively Better Data

Tire Pavement Interaction Noise and Correlation with Pavement

Texture ParametersPresentation by

Dr. Ricardo Burdisso

1

Lucas Spies1; Sterling McBride2; Ricardo Burdisso3; Corina Sandu4 and Vincent Bongioanni5

1lucass19@vt.edu; 2msterl6@vt.edu; 3rburdiss@vt.edu; 4 csandu@vt.edu; 5VBongioanni@vtti.vt.edu

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data

Outline• Introduction• Experiments• Experimental results

• Tread and Non-tread pattern noise• Relationship between pavement profile and noise

• Discussions

2

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data

Introduction

3

• Tire noise is the main contributor to vehicle noise at highway speeds.

• Typical mitigation is to implement acoustic barriers for main highways and roads.

• The main noise sources for tire-pavement noise (TPIN) have not been accurately modeled.

• An experimental TPIN campaign was undertaken at Virginia Tech for:

• Model development• Empirical and physically based predictions

• Uncover physical insight into TPIN

Donavan, P. (2008) - Exterior Noise of Vehicles

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data

Outline• Introduction• Experiments• Experimental results

• Tread and Non-tread pattern noise• Relationship between pavement profile and noise

• Discussions

4

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 5

Experiments: Pavements and Tires• US460 Road

• VT SMART road

• 42 tires

• 5 tiresDense graded hot mix asphalt (HMA)

26 pavement sections:• 14 mixes asphalt• 8 concrete• 3 bridges

• 1 Open Graded Friction• 1 concrete section with longitudinal grooves• 7 concrete sections with transverse grooves

SRTT Tire was tested in all pavements

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 6

Experiments: Test conditionsTest information

Number of tires 428 winter tires1 SRTT tire1 slick tire

Hardness range¥ 56 to 79 Shore A

Steady state speeds tested 45|50|55|60|65 mph

Acceleration test 45 to 65 mph

Tire pressure¥ 26|32|40 psi

Ambient temperature range 37°F to 86°F

For tires with D < 700 mm 2012 Chevrolet Impala (FWD)

For tires with D > 700 mm 2017 Chevrolet Tahoe (AWD)

¥ - Tire pressure, hardness, and temperature measured at start and end of each tire test.

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 7

• Noise: OBSI with optical sensor

Experiments: Noise Measurements

OBSI: On-Board Sound Intensity system

Sound intensity probes

Optical sensor and retroreflective tape

• Optical sensor produces a once per revolution signal. It is used to

• obtain vehicle speed accurately. • perform order tracking analysis.

Each peak represents the retroreflective tape going in front of the optical sensor.

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 8

• Pavement profile data was collected using a Sideway-Force Coefficient Routine Investigation Machine (SCRIM) equipped with a profiling laser.

Profiling Laser

Experiments: Pavement Measurements

Pavement profile measurement parameters.

Measurement resolution (after processing) 0.5 - 1 mm

Lowest velocity for noise measurements 45 mph – 20 m/s

Sampling period. ~ 49 microseconds

Sampling frequency 64 kHz

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data

Outline• Introduction• Experiments• Experimental results

• Tread and Non-tread pattern noise• Relationship between pavement profile and noise

• Discussions

9

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 10

• Noise spectrogram from acceleration test (Tire 12, 45 to 65 mph).

Experiments results: Tread and non-tread pattern Noise

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 11

• Noise spectrogram from acceleration test (Tire 12, 45 to 65 mph).

Experiments results: Tread and non-tread pattern Noise

Noise component a function of vehicle speed: amplitude and frequency increases with speed.

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 12

• Noise spectrogram from acceleration test (Tire 12, 45 to 65 mph).

Experiments results: Tread and non-tread pattern Noise

Noise component with frequency content independent of speed. However, amplitude increases with speed.

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 13

• TPIN can be separated into two components: tread (TPN) and non-tread pattern (NTPN) noise

Experiments results: Tread and non-tread pattern Noise

Order tracking analysis allows to extract the tread pattern noise from the total noise signal

Optical signal used to perform order tracking analysis.

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 14

• Extraction of TPN noise:

1 revolution of the tire (window).

Experiments results: Tread and non-tread pattern NoiseOrder tracking analysis:For each window• Noise signal resampled • Compute DFT• Average DFTs (TPN in

frequency domain)• Take inverse DFT of average

DFT (TPN in time domain)• Subtract TPN signal from total

signal (NTPN in time domain)

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data

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Frequency [Hz]

65

70

75

80

85

90

A-w

eigh

ted

SP

L [d

BA

re 2

0e-6

Pa]

A-weighted Sound Pressure Level (Frequency of Interest)

15

• Tire noise separation results: winter tire – US460 – 60 mph

12

Michelin X-ICE X13(Winter tire)215/60R16

TPN accounts for 23.4% of total acoustic energy.

Experiments results: Tread and non-tread pattern Noise103.4 97.1 102.3

Total noiseTread pattern noiseNon-tread pattern noise

103.4 dBA97.1 dBA

102.3 dBA

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 16

• Tire noise separation results: SRTT – US460 – 60 mph

200 400 600 800 1000 1200 1400 1600 1800 2000

Frequency [Hz]

65

70

75

80

85

90

A-w

eigh

ted

SP

L [d

BA

re 2

0e-6

Pa]

A-weighted Sound Pressure Level (Frequency of Interest)

Total noiseTread pattern noiseNon-tread pattern noise

SRTT - Standard Reference Test Tire

Experiments results: Tread and non-tread pattern Noise

TPN accounts for 3.8% of total acoustic energy (for the pavement tested).

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 17

SMART road data – 60 mph

Tread Pattern Noise spectrogram - SMART road - Run # 4 @60mph

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Tread pattern noise spectrogram

Experiments results: Tread and non-tread pattern Noise

Non Tread Pattern Noise spectrogram - SMART road - Run # 4 @60mph

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Non-Tread pattern noise spectrogram

Effect of different pavement surfaces on the TPN and NTPN

24

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Effect of different pavement surfaces on the TPN and NTPN

OGFCDense graded

HMA PCC section

Sec_F RR_B PCC_1d Sec_K

Concrete with transverse grooves

200 400 600 800 1000 1200 1400 1600 1800 2000

Frequency (Hz)

40

45

50

55

60

65

70

75S

PL

(dB

A) -

Ref

pre

ssur

e 20

x 1

0- 6

Pa

TPN spectrum for different pavements - Tire 24 - 60 mph

Sec F

PCC 1d

OGFC

RR bridge

Experiments results: Tread and non-tread pattern Noise

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Frequency (Hz)

65

70

75

80

85

90

SP

L (d

BA

) - R

ef p

ress

ure

20 x

10

- 6 P

a

NTPN spectrum for different pavements - Tire 24 - 60 mph

Sec F

PCC 1d

OGFC

RR bridge

24

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 19

Experiments results: Tread and non-tread pattern Noise

• TPN is produced only by the tread pattern.

• NTPN is mainly produced by the pavement (independent of tread pattern).

• These observations suggest that the characterization of pavement noise should be based only on the NTPN.

• The rest of the results will focus on NTPN component.

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data

Outline• Introduction• Experiments• Experimental results

• Tread and Non-tread pattern noise• Relationship between pavement profile and noise

• Discussions

20

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 21

Pavement Profile Spectrum

Railroad bridge

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Frequency (Hz)

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25

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45

50

55

60

Dis

plac

emen

t (dB

) - R

ef 1

m

Pavement spectrum - dB scale

100 150 200 250 300 350 400 450 500 550 600

Wavenumber k (rad/m)

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25

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45

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60

Dis

plac

emen

t (dB

) - R

ef 1

m

Pavement profile spectrum - dB scale

0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09 0.1

Wavelength (m)

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25

30

35

40

45

50

55

60

Am

plitu

de (d

B) -

Ref

1m

Pavement profile spectrum - dB scale

Wavelength

Frequency

2kπλ =

Experiments results: Pavement profile vs Noise

• Pavement profile spectrum is computed using the wavenumber transform (plotted vs k).

• It is also plotted vs wavelength (λ) to easily observe periodicity of wavenumber components.

• It is also plotted vs frequency (based on vehicle speed, V) to compare to noise spectrum.

( ) Vf Hzλ

=

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 22Dense graded HMA PCC section

Sec_F Sec_I PCC_1d

200 400 600 800 1000 1200 1400 1600 1800 2000

Frequency (Hz)

65

70

75

80

85

90

SP

L (d

BA

) - R

ef p

ress

ure

20 x

10

- 6 P

a

NTPN spectrum for different pavements - SRTT tire - 55 mph

Sec F

Sec I

PCC 1d

Experiments results: Pavement profile vs Noise

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Frequency (Hz)

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25

30

35

40

Dis

plac

emen

t (dB

) - R

ef 1

m

Pavement spectrum - dB scale

Sec F

Sec I

PCC 1d

Pavement Profile Spectrum (Non-porous)NTPN Spectrum

Non-porous pavements

SRTT

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 23Dense graded HMA PCC section

Sec_F Sec_I PCC_1d

Experiments results: Pavement profile vs NoisePavement Profile SpectrumNTPN Spectrum

Non-porous pavements

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Frequency (Hz)

20

25

30

35

40

Dis

plac

emen

t (dB

) - R

ef 1

m

Pavement spectrum - dB scale

Sec F

Sec I

PCC 1d

OGFC

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Frequency (Hz)

65

70

75

80

85

90

SP

L (d

BA

) - R

ef p

ress

ure

20 x

10

- 6 P

a

NTPN spectrum for different pavements - SRTT tire - 55 mph

Sec F

Sec I

PCC 1d

OGFC

OGFC

Sec_K

Porous pavement

SRTT

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data

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Frequency (Hz)

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25

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35

40

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60

Dis

plac

emen

t (dB

) - R

ef 1

m

Pavement profile spectrum - dB scale

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Frequency (Hz)

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75

80

85

90

SP

L (d

BA

) - R

ef p

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10

- 6 P

a

NTPN A weighted spectrum - Decibels scale

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Frequency (Hz)

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25

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60

Dis

plac

emen

t (dB

) - R

ef 1

m

Pavement profile spectrum - dB scale

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Frequency (Hz)

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75

80

85

90

SP

L (d

BA

) - R

ef p

ress

ure

20 x

10

- 6 P

a

NTPN A weighted spectrum - Decibels scale

200 400 600 800 1000 1200 1400 1600 1800 2000

Frequency (Hz)

65

70

75

80

85

90

SP

L (d

BA

) - R

ef p

ress

ure

20 x

10

- 6 P

a

NTPN A weighted spectrum - Decibels scale

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Frequency (Hz)

20

25

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35

40

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60

Dis

plac

emen

t (dB

) - R

ef 1

m

Pavement profile spectrum - dB scale

24

Tonal noise associated with transverse grooves.

HWY bridge PCC 1g RR Bridge

Experiments results: Pavement profile vs Noise

SRTT

Pave

men

t Spe

ctru

mN

TPN

Spe

ctru

m

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data

Outline• Introduction• Experiments• Experimental results

• Tread and Non-tread pattern noise• Relationship between pavement profile and noise

• Discussions

25

30 years on the Road To Progressively Better Data

Discussions

26

• A large number of tire noise data was collected using an OBSI system with an optical sensor (for order tracking analysis) under multiple testing conditions.

• Pavement profile data was acquired using a scanning laser.• Tire noise was separated into two main components: tread (TPN) and non-tread-

pattern (NTPN) noise• TPN is due only the tread pattern• NTPN is mainly a function of pavement.

• The NTPN spectrum is correlated to the pavement profile spectrum only over a limited frequency range (~ 200 to 900 Hz).

30 years on the Road To Progressively Better Data

Extras

27

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 28

US460 road data – 60 mph – Tonal noise associated with the pavement distress.

• On the US460 road test section, there was a segment (~300 m) where the non-tread pattern noise component showed tonal components.

• It was speculated that the tonal noise was due to corrugation of the pavement. However, visual inspection of the pavement didn’t revealed these corrugations.

TPIN vs pavement transverse corrugation distress

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Frequency [Hz]

0

0.1

0.2

0.3

0.4

A-w

eigh

ted

p2 rm

s [P

a2

]

A-weighted Power Spectrum of Sound Pressure (Frequency of Interest)

Tone section

Normal section

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 29

US460 road data – 60 mph – Tonal noise associated with the pavement distress.Spectrograms shown are for tire 20 (i.e. SRTT tire). It is important to highlight that the similar behavior was observed in all 5 tested tires.

US460 road - Tire 20 - Total Noise Spectrogram - Tone section

1 1 2 2 3 3 4 4 5

Time in seconds

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US460 road - Tire 20 - Total Noise Spectrogram - Normal section

1 2 3 4 5 6 7 8 9

Time in seconds

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TPIN vs pavement transverse corrugation distress

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 30

The non-tread pattern noise can be used to estimate the wavelength of the corrugated pavement.

Non- Tread pattern noise

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Frequency [Hz]

0

0.1

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0.3

0.4

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p2 rm

s [P

a2

]

A-weighted Power Spectrum of Sound Pressure (Frequency of Interest)

Tone section

Normal section

120 Hz

13.1 2.1 230120

rot tire tirecorrugation

tone

f l Hz m mmf Hz

λ − ⋅ ⋅= = ≅

: Circumference of the tire

: Rotational speed of the tire in Hz

: Frequency interval between noise tones

tire

rot tire

tone

lff

−

TPIN vs pavement transverse corrugation distress

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

Wavelength (m)

25

30

35

40

Am

plitu

de (d

B) -

Ref

1m

m

Spectrum - Decibels scale

Normal section

Tone section

The corrugated pavement wavelength was confirmed from direct measurements of the pavement profile

and the computation of the spectrum.

Tone with ~ 230 mm wavelength, which matches the wavelength predicted by the noise data

Non-tread pattern TIPN can be used for efficienlty monitoring pavement distress

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 31

US460 road data – 60 mph – Tonal noise associated with the pavement distress.

Results shown are for tire 20 (i.e. SRTT tire). It is important to highlight that the similar behavior was observed in all 5 tested tires.

Total tire noise Non- Tread pattern noiseTread pattern noise

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Frequency [Hz]

0

0.1

0.2

0.3

0.4

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p2 rm

s [P

a2

]

A-weighted Power Spectrum of Sound Pressure (Frequency of Interest)

Tone section

Normal section

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Frequency [Hz]

0

0.05

0.1

0.15

0.2

A-w

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p2 rm

s [P

a2

]

A-weighted Power Spectrum of Sound Pressure (Frequency of Interest)

Tone section

Normal section

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Frequency [Hz]

0

0.1

0.2

0.3

0.4

A-w

eigh

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p2 rm

s [P

a2

]

A-weighted Power Spectrum of Sound Pressure (Frequency of Interest)

Tone section

Normal section

120 Hz

TPIN vs pavement transverse corrugation distress

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 32

Experiments• VT SMART road test

Test information

Number of pavements 26

Among the tested pavement there were:• 14 surface mixes asphalt sections• 8 concrete sections• 3 bridges sections• 1 Open Graded Friction Course• 1 concrete section with longitudinal grooves• 7 concrete sections with transverse grooves

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data

• There are 26 different pavements.

9/23/2018 33

Extend TPIN model to include pavement parameters.

Monthly Project Update – Confidential & Proprietary to CenTiRe

SMART Road pavement data.

S.R. Bridge

PCC 2

RR Bridge

PCC 1g

PCC 1f

PCC 1e

PCC 1d

PCC 1c

PCC 1b

PCC 1a

L1

KI

JHF

HWY. Bridge

D2

D1

C

B

A E1

E2 G

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 34

Experimental results• Tire noise separation procedure

Noise signal resampled to a fixed number of

points inside each window.Total tire

noise signal

Optical sensor signal The Fourier transform

of the resampled signal is computed for

each window.

Coherent average of the multiple Fourier

transforms computed for all the windows

Inverse Fourier transform to go back to the time

domain

The noise time signal obtained is denoted

as Tread-Pattern noise (i.e. TPN)

The noise time signal obtain is denoted as Non-Tread Pattern Noise (i.e. NTPN)

The Tread Pattern noise signal is

subtracted from the total noise signal

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data9/23/2018 INTER-NOISE 2016 IN HAMBURG, GERMANY 35

Tread Pattern Noise Contribution

No. Total Noise Level [dBA]

Tread Pattern Noise Level [dBA]

Non-Tread Pattern Noise

Level [dBA]

Tread Pattern Noise Contribution [%]

12 103.4 97.1 102.3 23.415 102.1 86.6 102.0 2.818 105.2 90.6 105.1 3.519 102.4 93.1 101.8 12.020 105.0 90.7 104.8 3.8

• Overall A-weighted sound pressure level for all tires (dBA)

• For the pavement tested, the tread pattern noise is not the dominant noise source.

• For a newer/smoother pavement (very limited data), the tread pattern noise component account for about 50% of the total noise (Tire 12).

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data

Non Tread Pattern Noise spectrogram - SMART road - Run # 4 @60mph

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Time in seconds

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Experimental resultsSMART road data – 60 mph – Tonal noise associated with transverse grooves.

Non tread pattern noise spectrogram

HWY bridgePCC 1-a, PCC 1-c, PCC 1-e and PCC 1-gRR bridgeS.R. bridgeThe NTPN spectrogram shows tonal content at certain intervals, considered to be associated with the presence of transversal grooves on the pavement.

24

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data

Non Tread Pattern Noise spectrogram - SMART road - Run # 4 @60mph

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Experimental resultsSMART road data – 60 mph – Tonal noise associated with transverse grooves.

Non tread pattern noise spectrogram

HWY bridgePCC 1-a, PCC 1-c, PCC 1-e and PCC 1-gRR bridgeS.R. bridgeThe NTPN spectrogram shows tonal content at certain intervals, considered to be associated with the presence of transversal grooves on the pavement.

13.1 2.1 201378

rot tire tiregrooves

tone

f l Hz m mmf Hz

λ − ⋅ ⋅= = ≅

24

30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 38

Experimental resultsSMART road data – 60 mph – Tonal noise associated with transverse grooves.The pavement data spectrogram is also computed. The first tone appears at a similar frequency as in the NTPN spectrogram

SMART road pavement profile spectrogram

S.R

. Brid

ge PC

C 2

RR

Brid

ge

PC

C 1

g

PC

C 1

f

PC

C 1

eP

CC

1d

PC

C 1

c

PC

C 1

bP

CC

1a

L2 L1

K J I

H G F

E2

E1

HW

Y b

ridge

D2

D1 C B A

Distance in meters

0

1333

2667

4000

5333

Freq

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y (H

z)

-5

0

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25

Pow

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(dB

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30 years on the Road To Progressively Better Data30 years on the Road To Progressively Better Data 39

Experimental resultsSMART road data – 60 mph – Tonal noise associated with transverse grooves.The pavement data spectrogram is also computed. The first tone appears at a similar frequency as in the NTPN spectrogram.

SMART road pavement profile spectrogram

S.R

. Brid

ge PC

C 2

RR

Brid

ge

PC

C 1

g

PC

C 1

f

PC

C 1

eP

CC

1d

PC

C 1

c

PC

C 1

bP

CC

1a

L2 L1

K J I

H G F

E2

E1

HW

Y b

ridge

D2

D1 C B A

Distance in meters

0

1333

2667

4000

5333

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-5

0

5

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25

Pow

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(dB

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HWY bridgePCC 1-a, PCC 1-c, PCC 1-e and PCC 1-gRR bridgeS.R. bridge