Car and Driver (January 2012)

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So, this simulation 38 3 State of Research neglects three-dimensional effects of the excitation (see the differences of twodimensional and three-dimensional excitations shown in [8]). Neither the geometry of the receiver cavity nor the geometry of the excitation cavity are taken into account. There is also no indication that the pre-stress, emerged from the static deformation of the seal, was incorporated into the dynamic simulation. 18 in one-third-octave bands. It can be seen that despite of the mentioned numerical short-comings, the predictions are in good agreement with the experimental measurements.

The pure contact is sufficient for a high noise reduction. This shows that leakage should be prevented by all means. This plot even reveals that the noise reduction is influenced by the contact region. 9a, seals “A7” and “A8”, are in contact with the full face of the mating-block. 9b. This suggests that the contact area should be as large as possible. [24] also investigated glass-run seals as well as drip rail weatherstrips, which are not the focus of this work. [27] has investigated the transmission loss of weatherstrip seals.

This influence was neglected by [36]. The second important result of [8] is that the excitation needs to trigger all modes of the sealing system to compute a representative noise reduction. [18] conducted a numerical study with the help of FEM on the sound transmission loss of door sealing systems. The investigation included effects of seal geometry, door clearance, cavity shape, seal material properties and the influence of pre-stress. 17: Sound transmission characteristics of a vehicle door sealing system calculated with FEM (source: [18]) sity were also investigated.

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