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Therefore, mechanisms 1 and 2 seem to be unlikely 24 3 State of Research SPL Frequency to explain the physics of the problem. Also, usually for mechanisms 1 and 2, a strong fluctuation of the shear layer can be observed for specific frequencies, which is not the case for the given measurements. Therefore, mechanism 3 is most likely to explain what is observed. With the help of a simplified model, the physics of mechanism 3 are explained. Basically, the cavity under the small gap acts like a spatial frequency filter for the broad band pressure fluctuations created by the flow.

Since in this thesis, the direct noise transmission through seals is the main interest, the modeling of window seals as support of the side window is not discussed in detail. 3 Vehicle Contribution Analysis Most investigations presented in the previous sections dealt with academic setups, trying to create controlled boundary conditions for the analysis of the sealing systems. This section focuses on investigations of sealing systems mounted in real production vehicles. [55] has shown that concerning wind noise, the most critical areas are the windshield and the A-pillar.

9: Academic noise reduction measurements of weatherstrip door seals (source: [24]) incrementally. At a “contact depth” of zero the seal is in full contact with the fixture and no direct path between interior and exterior of the box exist anymore. By deforming the seal even more, the interior noise is not reduced significantly. 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.

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