NVH Basics (Intro-10)

Low Frequency Tire-Wheel-Brake

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10. Low Frequency NVH Due to Tire, Wheel and Brake Forces
Introduction
The customers primary concern is low frequency vibration perceived during high speed cruising on a smooth road (typically above 60 mph) or during braking. Vibration may be perceived at the steering wheel or at the seat, and possibly through the feet. The vibration may be vertical, fore-aft or lateral, and in the case of the steering wheel also torsional. Translational vibration is often called shake, and at higher frequencies roughness. Torsional steering wheel vibration is frequently called shimmy and sometimes nibble. Low frequency vibration during braking is frequently called judder. During high speed cruise the vibration level often varies with time, while in the case of braking the vibration level may vary from braking event to braking event. The vibration level varies with speed, and there is usually a worst case speed at which the vibration is a maximum. The level of high speed cruise vibration can be changed by changing tire wheel assemblies, and the level of brake induced vibration can be changed by changing brake rotors or drums.

10.1 Objective Vibration

Tire-Wheel Induced Vibration Tests Objective tests are usually performed using accelerometers to quantify vibration level and tachometers to monitor tie-wheel rotation frequency. Because the vibration levels vary with speed tests are usually performed at the worst case speed and at a number of speeds above and below the worst case speed. Test analysis of high speed cruise vibration (shake and shimmy) usually shows that it occurs at primarily at 1st order tire, that is the vibration is sinusoidal at the frequency of tire rotation. The problem frequency range is typically 10-20 hz. The vibration level, at constant speed, varies with time because the contributions of the different tire wheel assemblies are at slightly different frequencies. This is illustrated in Figure 10.1a for the case where two assemblies are producing effects at 15 and 15.2 hz, the 15.2 hz assembly producing half the effect of the 15 hz assembly.

1 0.8 0.6 0.4 0.2 0 -0.2 -0.4 -0.6 -0.8 -1 0 1 2 3 4 5 Time (sec)

Figure 10.1a: Variation of Shake & Nibble with Time for Two Assemblies (15 hz and 15.2 hz, 15.2 hz assembly producing effect of 15 hz assembly) Sinusoidal vibration may also be a problem at 2nd, 3rd and 4th order tire frequencies. For rear wheel drive vehicles with axle ratios close to 3 beating may occur between 3rd order tire and driveline 1st

Author:

D. Griffiths Revised: 03/25/2011

Relative Amplitude

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NVH Basics (Intro-10)

Low Frequency Tire-Wheel-Brake

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order excitation, while for axle ratios close to 4 there may be beating between 4th order tire and driveline 1st order excitation. Brake Vibration Tests Brake vibration measurements are made during a controlled deceleration from high to low speed. The mean (DC) brake force should be monitored because it affects the vibration level. The vibration levels vary with speed and there is usually a worst case speed. Consequently data must be recorded as vibration level versus speed. Test analysis of brake vibration shows that it is usually dominated by low orders of wheel rotation, particularly 1st and 2nd order. Measurement Locations and Problem Levels The vibration levels causing concern will vary somewhat according to the overall vibration level of the vehicle and the location being monitored (wheel, seat, floor,..), but in general it can be expected that the customers will object to first order vibration levels above 1 m/s/s (7). Because of run-to-run variability objective studies will usually require that multiple runs be averaged. Statistical Variation Among Vehicles If we make measurements on a number of vehicles, carefully controlling key vehicles such as speed and deceleration rate, we will find considerable variation in specific orders at specific frequencies even after averaging over runs. For example, if our worst case is 1st order vibration at 12 hz, we will find that its average level varies considerably from vehicle to vehicle. So we must consider the likely statistical distribution over vehicles. This will be a density function P(a) where P(a)a is the expected fraction of vehicles with vibration level between a and a+a. For this type of problem involving rotating elements the probability density P(a) has a number of characteristics. P(0) is zero and the variability is a large fraction of the mean value . Based on these considerations one can expect the distribution to be roughly a simple Weibull with a probability density P(a) over vehicles:

a 2 P(a) 2 e 2 v 2v

a2

(a) 1.25v

(a) .52 (a)

If we set 6 = 1 m/s/s we can expect very low complaint level because very few vehicles will exceed this level. The target mean level is ~ .33 m/s/s for the total vehicle population. The shape of the required distribution is shown in figure 10.1b.
1.4 1.2 1 0.8 0.6 0.4 0.2 0 0 0.1 0.2

Probablity Density P(a)

Mean=.32

0.3

0.4

0.5

0.6

0.7

0.8

0.9

Vibration Acceleration (a) (m/s/s)

Figure 10.1b: Weibull Probability Density Distribution with 6=1 m/s/s The fractional number of cases above a fixed value is:

Author:

D. Griffiths Revised: 03/25/2011

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NVH Basics (Intro-10)

Low Frequency Tire-Wheel-Brake

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P(a A) e

.78

A2 a
2

and .005% of cases are above the 6 limit (and 1.7 cases per million above mean plus 6 sigma).

10.2 Low Frequency Tire and Wheel Forces and Couples

Types of Tire-Wheel Force Imbalance Forces & Couples As discussed above, tire-wheel imbalances produce forces and couples at the first order tire frequency. These forces and couples increase with the square of the speed. They are controlled by carefull attention to detail in the assembly process. 1st Order Tire Vertical Force Variation This is a spring force created by the geometric center of the tire being offset from the center of rotation. The force increases slightly with speed (~10% from 0 to 60 mph). The force is controlled by carefull tire and wheel construction, and by attention to detail during assembly. 2nd and 3rd Order Vertical Force Variation These are spring forces created by the mounted tire being out of round. At low speeds they are usually much smaller than the 1st order force (8), but they increase faster with speed (9). 1st Order Tire Fore-Aft Force Variation (Tangental Force Variation) This force is the result of tire non-uniformities. It increases rapidly with speed until the tire-wheel torsional resonance frequency is reached (usually well above the driving range) (10). 2nd and 3rd Order Fore-Aft Variation These forces are caused by tire non-uniformities. They increase rapidly with speed and have resonance peaks in the driving range. 1st Order Lateral Force Variation The first order lateral force varies slowly with speed (9). 1st Order Aligning Torque This is a couple about the vertical axis, and is expected to vary slowly with speed. Typical Force & Couple Levels Tire-wheel forces and couples arise from a large number of tolerance issues that will be discussed in detail in the section on forces. The general rule of thumb is that these forces and couples should not exceed the effect of 28 gm (1 ounce) of imbalance placed on the outer rim of the wheel. The main effect of this imbalance is to produce a rotating force and a rotating couple whose magnitude varies as the square of the speed. Inertia Force Example: A vehicle is operated with the following parameters:

Author:

D. Griffiths Revised: 03/25/2011

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NVH Basics (Intro-10)

Low Frequency Tire-Wheel-Brake

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Tires: 240/65SR15 Speed: 60 mph. Imbalance on the outer rim is m = 28 gms. 1st Order frequency f = 12.3 hz Wheel rim radius R = 15 inches = 0 .19 m Wheel rim width (flange to flange) W = 7 inches = .18 m Magnitude of rotating force = F

F m(2f ) 2 R 32 N
Magnitude of rotating couple =C

C
Statistics of Forces and Couples

W F 3N .m 2

The forces and couples can be expected to have a roughly Weibull distribution. It is usual to separate the forces into vertical (Fz) and fore-aft (Fx) forces, and to consider mainly the component of the couple about the z-axis (aligning torque). Also the component magnitudes are expressed as peak to peak (P/P), and as a result the component magnitudes are 2 times the magnitude of the rotating vectors. Based on the example given above we would expect that the maximum tolerable vertical and fore-aft forces are 50 N (P/P). Assuming that this value is the 6-sigma limit of a Weibull the force probability density would be P(F) as shown in figure 10.2b.
Prob. Denssity P(F)
0.025 0.02 0.015 0.01 0.005 0 0 5 10 15 20 25 30 35 40 45 50 Force F Newtons (P/P) Mean 16 N

Figure 10.2a: Weibull Distribution for Force 6- = 50 N (P/P)

10.3 Low Frequency Brake Torque Variation

Brake torque variation is mainly cause by disc thickness variation (DTV) or the equivalent effect for drum brakes. First and 2nd order brake torque variation are the major low frequency issues.

10.4 Amplification by Suspension and Body Resonances

Vehicle Sensitivity
For fixed operating conditions we expect that the vibration (V) experienced by the vehicle occupants will be proportional to the input (Force - F, Imbalance M, etc). So we can characterize the vehicles response by a sensitivity S via

V FS

equivalently

V F

Of course S will depend on the vehicle speed and the type of force we are applying. Based on the previous discussion we know that for first order tire-wheel forces we should have V less than 1

Author:

D. Griffiths Revised: 03/25/2011

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NVH Basics (Intro-10)

Low Frequency Tire-Wheel-Brake

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m/s/s for a force of 50 N (on one wheel) or 28 gms of imbalance. Thus roughly speaking we can say that:

1 .02 (m/s/s)/N 50

or

1 .036 (m/s/s)/gm 28

The problem then becomes to determine the design factors that determine the vehicle sensitivity. IN practice the best strategy has two steps: Determine the structural resonances controlling S Determine the design factors controlling the resonances.

Low Frequency Body Shake Sensitivity Body shake (floor and seat vibration) is primarily due to first order tire-wheel forces in the 10 20 hz range. The forces are amplified by suspension modes in which the wheels assemblies bounce on the tires which act as springs (3). The response of the vehicle body depends on the frequency of the main torsional and bending modes. Ideally these should be well above 20 hz. This requires good body section properties (rockers, A-pillars etc), stiff body joints and effective shear panels. Convertables tend to be very weak in torsion due to the lack of structure above the beltline, and as a result their torsional frequencies tend to be low and they suffer from shake. Low Frequency Steering Column Shake Steering column vertical and lateral bending frequencies are the main controllers of column shake. These frequencies should be well above 25 hz if shake is to be avoided. This requires good column support structure. Higher Order Vibration Roughness Higher tire orders produce forces at so many frequencies that in general little can be achieved by body design. One possible exception is steering column roughness. Ideally the column resonance frequency should not align with a major peak in a tire order force. Steering Wheel Rotational Vibration (Shimmy Nibble) This is primarily caused by 1st order fore-aft forces, due either to imbalance, fore-aft tire force variation, or brake torque variation. The primary suspension mode is usually at about 20 hz and involves fore-aft motion of the front wheels coupled to a steering motion (rotation about the vertical axis). The left and right wheels move fore-aft out of phase but steer in phase. This motion is transmitted through the steering gear and so causes steering wheel vibration. Control of this phenomenon requires careful attention to design details.

Author:

D. Griffiths Revised: 03/25/2011

Total Pages 5