Structure Borne Noise

1
SAE SB NVH
SAE 2005 NVH Conference
Structure Borne NVH Workshop
Presenters:
Alan Duncan
Alan Duncan Material Sciences Corp.
Greg
Greg
Goetchius
Goetchius Material Sciences Corp.
Sachin
Sachin
Gogate
Gogate DaimlerChrysler Corp.
Greg
Greg
Hopton
Hopton LMS North America
2
SAE SB NVH
Structure Borne NVH Outline
Introduction
Ride Balance in the Ride Range
NVH Load Conditions
Low Frequency Basics
Live Noise Attenuation Demo
Mid Frequency Basics
Utilization of the NVH Toolbox
Closing Remarks
3
SAE SB NVH
The Fundamental Secret of
Structure Borne
NVH Performance
Structure Borne
NVH Performance
Revealed here today !
1st Corollary
4
SAE SB NVH
Primary References (Workshop Basis: 4 Papers)
1. A. E. Duncan, et. al., Understanding NVH Basics, IBEC, 1996
2. A. E. Duncan, et. al., MSC/NVH_Manager Helps Chrysler Make
Quieter Vibration-free Vehicles, Chrysler PR Article, March 1998.
3. B. Dong, et. al., Process to Achieve NVH Goals: Subsystem
Targets via Digital Prototype Simulations, SAE 1999-01-1692,
NVH Conference Proceedings, May 1999.
4. S. D. Gogate, et. al., Digital Prototype Simulations to Achieve
Vehicle Level NVH Targets in the Presence of Uncertainties,
SAE 2001-01-1529, NVH Conference Proceedings, May 2001
Structure Borne NVH References
WS + Refs. at www.AutoAnalytics.com/papers.html
Structure Borne NVH Workshop - on Internet
At SAE www.sae.org/events/nvc/specialevents.htm
5
SAE SB NVH
Supplemental Reference Recommendations
5. T.D. Gillespie, Fundamentals of Vehicle Dynamics, SAE 1992
(Also see SAE Video Lectures Series, same topic and author)
6. D. E. Cole, Elementary Vehicle Dynamics, Dept. of
Mechanical Engineering, University of Michigan, Ann Arbor,
Michigan, Sept. 1972
7. J. Y. Wong, Theory of Ground Vehicles, John Wiley & Sons,
New York, 1978
8. N. Takata, et.al. (1986), An Analysis of Ride Harshness Int.
Journal of Vehicle Design, Special Issue on Vehicle Safety,
pp. 291-303.
9. T. Ushijima, et.al. Objective Harshness Evaluation SAE
Paper No. 951374, (1995).
Structure Borne NVH References
6
SAE SB NVH
Introduction
NVH Load Conditions
7
SAE SB NVH
Ride
and
Handling
NVH
Durability
Impact
CrashWorthiness
Competing Vehicle Design Disciplines
8
SAE SB NVH
Structure Borne Noise
Airborne Noise
R
e
s
p
o
n
s
e
Log Frequency
Low
Global Stiffness
Mid
Local Stiffness
+
Damping
High
Absorption
+
Mass
+
Sealing
~ 150 Hz ~ 1000 Hz ~ 10,000 Hz
Automotive NVH Frequency Range
9
SAE SB NVH
Introduction
NVH Load Conditions
10
SAE SB NVH
Study of Ride Balance
Demonstrate the First Order Vehicle
Modes
Demonstrate Transient Response in
Time Domain
Derive Transition into the Frequency
Domain
11
SAE SB NVH
Ride Balance Study
Vehicle Traversing a Bump
Impact at Front Suspension Followed by Impact at Rear Suspension
Response at Rear
Rear Suspension is in-phase with Front
After one cycle of ride motion, thus
minimizing pitch motion.
Response at Front
See Ref. 5, Gillespie
12
SAE SB NVH
Total 2178.2 Kg (4800LBS)
Mass Sprung 1996.7 Kg
Unsprung 181.5 Kg (8.33% of Total)
Powertrain 181.5 Kg
Tires 350.3 N/mm
KF 43.8 N/mm
KR 63.1 N /mm
Beam mass lumped on
grids like a beam
M2,3,4 =2 * M1,5
3
1
8
2
6
4
7
5
NVH Model of Unibody Passenger Car
Symbolic Outline
From Reference 6
13
SAE SB NVH
Excitation Bump Profile
0.0
5.0
10.0
15.0
20.0
0 100 200 300 400 500
Distance (mm)
P
r
o
f
i
l
e

H
e
i
g
h
t

(
m
m
)
Profile
On to 100,380
14
SAE SB NVH
Pitch at Mid-Car DOF3
-1.0E-04
-8.0E-05
-6.0E-05
-4.0E-05
-2.0E-05
0.0E+00
2.0E-05
4.0E-05
6.0E-05
8.0E-05
1.0E-04
0 1 2 3
Time (sec.)
R
o
t
a
t
i
o
n

-

R
a
d
i
a
n
s
Base Model
15
SAE SB NVH
Pitch Response - Baseline Model
1.E-08
1.E-07
1.E-06
1.E-05
1.E-04
0.0 5.0 10.0 15.0 20.0
Frequency Hz
R
o
t
a
t
i
o
n

R
a
d
i
a
n
s
Base Model
16
SAE SB NVH
X ( f ) = Fourier Transform of X ( t )
{X ( f ) } = [ H ( f ) ] { F ( f ) }
{
Fourier transform
of the input forces,
vector of all input
possibilities
Fourier transform
of the output
for unit input forces
system OUT / IN FRF
(Known Load = Unity)
Spring Analogy ( C = 1 / K ) X = C
*
F
{
Caveat
Caveat X ( t ) must be Periodic
Linear System
5 sec
F(t) is Periodic
17
SAE SB NVH
FFT of the Input Bump
1.E-06
1.E-05
1.E-04
1.E-03
1.E-02
1.E-01
0.E+00 4.E-03 8.E-03 1.E-02 2.E-02 2.E-02
Cycles / mm
A
m
p
l
i
t
u
d
e

m
m
Bump FFT
Transform Input Force to F(f)
20 Hz @ 45 MPH
18
SAE SB NVH
FFT of the Input Bump
1.E-06
1.E-05
1.E-04
1.E-03
1.E-02
1.E-01
0.E+00 4.E-03 8.E-03 1.E-02 2.E-02 2.E-02
Cycles / mm
A
m
p
l
i
t
u
d
e

m
m
Bump FFT
Transform Input Force to F(f)
20 Hz @ 45 MPH
0.0
20.0 Hz
Amplitude is Approximately
Constant over the
Frequency Range
Constant Displacement
19
SAE SB NVH
Pit ch at Mid- Car DOF3
1 .0 E-0 8
1 .0 E-0 7
1 .0 E-0 6
1 .0 E-0 5
1 .0 E-0 4
0 5 1 0 1 5 2 0
Frequency Hz
R
o
t
a
t
i
o
n
R
a
d
i
a
n
sTi me Domai n FFT
FFT of Input
20
SAE SB NVH
Ride Balance Study Summary
Demonstrated the Fundamental Bounce
and Pitch Modes in the Ride Range
Demonstrated Transient Response in
Time Domain then Obtained the FRF
Derived Direct Computation of FRF in
the Frequency Domain
21
SAE SB NVH
Introduction
NVH Load Conditions
22
SAE SB NVH
Two Main Sources
Noise and Vibration Sources
Suspension
Powertrain
23
SAE SB NVH
Typical NVH Pathways to the Passenger
PATHS
FOR
STRUCTURE
BORNE
NVH
24
SAE SB NVH
25
SAE SB NVH
Introduction
NVH Load Conditions
New: Harshness Discussion
26
SAE SB NVH
Structure
Borne
N (Noise)
V (Vibration)
H (Harshness)
27
SAE SB NVH
Harshness Definition
Excitation:
Transient event transmitted through the tires due to
road irregularities such as tar strip impacts or
similar discrete inputs.
Response:
An unpleasant ride experience characterized by:
1) A short duration For/Aft tactile spike (Shock)
2) A short duration Noise spike (Impact Boom)
3) Extended post-event oscillatory vibration
(After Shake)
4) A combination of the above ! ! ! ! ! ! !
28
SAE SB NVH
Tire Patch Loading Schematic
Tire
Tire Patch Points
Tire Patch
29
SAE SB NVH
Tire
Cleat
Start of the Impact Event
Forward Travel
30
SAE SB NVH
Tire
Net Aft Reaction
Tractive Force
Net Reaction
Differential
Vertical
Force
31
SAE SB NVH
Tire
32
SAE SB NVH
Tire
Net Fwd Reaction
Tractive Force
Net Reaction
33
SAE SB NVH
Tire
End of the Impact Event
34
SAE SB NVH
Factors Leading to Increased For/Aft Response
Ride Spring Rate
Sign Reversal in For/Aft Direction
Recession Rate is Higher than Ride Rate
Recession Rate
35
SAE SB NVH
Vehicle Response to a Cleat Impact Event
Short Duration Response
Peak Overshoot (Shock)
Observed in time Domain
Logarithmic Decrement Indicates the
Performance for Post-Event Oscillation
(After Shake)
Ref. 9
36
SAE SB NVH
Frequency
Domain
(Resonance Content)
Time
Domain
(Peak Overshoot)
Noise
Response
Tactile
Response
Harshness
Parameters
Harshness Criteria : Tactile and Noise Response
1.E-08
1.E-07
1.E-06
1.E-05
1.E-04
0.0 5.0 10.0 15.0 20.0
Frequency Hz
R
o
t
a
t
i
o
n

R
a
d
i
a
n
s
Base Model
1.E-08
1.E-07
1.E-06
1.E-05
1.E-04
0.0 5.0 10.0 15.0 20.0
Frequency Hz
R
o
t
a
t
i
o
n

R
a
d
i
a
n
s
Base Model
Ref. 8
Ref. 9
37
SAE SB NVH
NVH Workshop Topic Outline
Introduction
NVH Load Conditions
38
SAE SB NVH
Low Frequency NVH Basics
Subjective to Objective Relationships
Single Degree of Freedom Vibration
Vibration and Noise Attenuation Strategies
39
SAE SB NVH
RECEIVER
PATH
SOURCE
Low Frequency NVH Fundamentals
40
SAE SB NVH
Subjective to Objective Conversions
Subjective NVH Ratings are typically based on a
10 Point Scale resulting from Ride Testing
A
2
1
/
2
A
1
Represents 1.0 Rating Change
TACTILE: 50% reduction in motion
SOUND : 6.dB reduction in sound pressure level
( long standing rule of thumb )
Receiver Sensitivity is a Key Consideration
41
SAE SB NVH
m
APPLIED FORCE
F = F
O
sin 2 f t
k
c
F
T
TR = F
T
/ F
Transmitted
Force
Single Degree of Freedom Vibration
=
f
2
f
n
2
)
2
f
f
n
( 2 d )
2
1 + 1 +
f
f
n
( 2 d )
2
1 +
( 1-
f
f
n
( 2 d )
2
+
d= fraction of critical damping
f
n
= natural frequency (k/m)
f = operating frequency
42
SAE SB NVH
0 1 2 3 4 5
0
1
2
3
4
T
r
a
n
s
m
i
s
s
i
b
i
l
i
t
y

R
a
t
i
o
1.414
0.5
0.1
0.15
0.375
1.0
0.25
Frequency Ratio (f / f
n
)
Vibration Isolation Principle
m
APPLIED FORCE
F = F
O
sin 2 f t
k
c
F
T
TR = F
T
/ F
Transmitted
Force
Isolation Region
Isolation Region
43
SAE SB NVH
Body on Suspension Single DOF Model
Isolation from Base Excitation
X
in
X
out
Transmissibility Ratio is X
out
/ X
in
Example: Vertical Ride Mode at 1.3 Hz provides isolation starting at 1.8 Hz.
This provides isolation for the first order Hop and Tramp modes.
44
SAE SB NVH
Simplified Models from 1 to 8 DOFs
1 DOF 2 DOF
f Y
O
x
Y
O
x
4 DOF 8 DOF
Y
O
x
Enforced Base Motion
Y
O
x
X
Y
O
Isolation Region
45
SAE SB NVH
8 Degree of Freedom Vehicle NVH Model
1
2
4 5
6
7
8
3
Tires
Wheels
Suspension
Springs
Engine Mass
Engine
Isolator
Flexible Beam for Body
46
SAE SB NVH
Vibration and Noise Attenuation Methods
Main Attenuation Strategies
Reduce the Input Forces from the Source
Provide Isolation
Mode Management
Nodal Point Mounting
Dynamic Absorbers
47
SAE SB NVH
Provide Isolation
Mode Management
Dynamic Absorbers
48
SAE SB NVH
Reduction of Input Forces from the Source
Road Load Excitation
Use Bigger / Softer Tires
Reduce Tire Force Variation
Drive on Smoother Roads
Powertrain Excitation
Reduce Driveshaft Unbalance Tolerance
Use a Smaller Output Engine
Move Idle Speed to Avoid Excitation Alignment
Modify Reciprocating Imbalance to alter Amplitude or
Plane of Action of the Force.
49
SAE SB NVH
Provide Improved Isolation
Mode Management
Dynamic Absorbers
50
SAE SB NVH
Force Applied to Powertrain Assembly
Forces at Powertrain could represent a First Order
Rotating Imbalance
1
2
4 5
6
7
8
3
F
eng
51
SAE SB NVH
Engine Isolation Example
Response at Mid Car
0.0001
0.0010
0.0100
0.1000
1.0000
5.0 10.0 15.0 20.0
Frequency Hz
V
e
l
o
c
i
t
y

(
m
m
/
s
e
c
)
Constant Force Load;
F ~ A
15.9 Hz
8.5 Hz
7.0 Hz
700 Min. RPM First Order Unbalance
Operation Range of Interest
52
SAE SB NVH
Concepts for Increased Isolation
Double isolation is the typical strategy for further
improving isolation of a given vehicle design.
Subframe is
Intermediate Structure
Suspension Bushing is first level
Second Level of
Isolation is at Subframe
to Body Mount
53
SAE SB NVH
Removed Double Isolation Effect
1
2
4 5
6
7
8
3
Wheel
Mass
Removed
54
SAE SB NVH
Double Isolation Example
Vertical Response at DOF3
0.0E+00
1.0E+00
2.0E+00
3.0E+00
4.0E+00
5.0E+00
6.0E+00
5.0 10.0 15.0 20.0
Frequency Hz
V
e
l
o
c
i
t
y

(
m
m
/
s
e
c
)
Base Model
Without Double_ISO
1.414*f
n
55
SAE SB NVH
Provide Isolation
Mode Management
Dynamic Absorbers
56
SAE SB NVH
Mode Management Chart
0 5 10 15 20 25 30 35 40 45 50
Hz
First Order Wheel/Tire Unbalance
V8 Idle
Hot - Cold
EXCITATION SOURCES
Inherent Excitations (General Road Spectrum, Reciprocating Unbalance, Gas Torque, etc.)
Process Variation Excitations (Engine, Driveline, Accessory, Wheel/Tire Unbalances)
Hz
Hz
0 5 10 15 20 25 30 35 40 45 50
0 5 10 15 20 25 30 35 40 45 50
CHASSIS/POWERTRAIN MODES
Ride Modes
Powertrain Modes
Suspension Hop and Tramp Modes
Suspension Longitudinal Modes
Exhaust Modes
BODY/ACOUSTIC MODES
Body First Bending
First Acoustic Mode
Steering Column First Vertical Bending
Body First Torsion
(See Ref. 1)
57
SAE SB NVH
Bending Mode Frequency Separation
1
2
4 5
6
7
8
3
Beam Stiffness was
adjusted to align Bending
Frequency with Suspension
Modes and then
progressively separated
back to Baseline.
58
SAE SB NVH
Response at Mid Car
0.10
1.00
10.00
100.00
5 10 15 20
Frequency Hz
V
e
l
o
c
i
t
y

(
m
m
/
s
e
c
)
18.2 Hz Bending
13.Hz Bending
10.6 Bending
8 DOF Mode Separation Example
18.2 Hz
13.0 Hz
10.6 Hz
59
SAE SB NVH
Provide Isolation
Mode Management
Dynamic Absorbers
60
SAE SB NVH
Front input forces Rear input forces
First Bending: Nodal Point Mounting Example
Mount at Nodal Point
Locate wheel centers at node points of the first bending modeshape
to prevent excitation coming from suspension input motion.
61
SAE SB NVH
Passenger sits at
node point for
First Torsion.
Side View
First Torsion: Nodal Point Mounting Examples
Mount at Nodal Point
Transmission Mount of a
3 Mount N-S P/T is near
the Torsion Node.
Rear View
Engine
62
SAE SB NVH
Powertrain Bending Mode Nodal Mounting
1 2
4 5
6
7
3
Mount system is placed to support Powertrain at the Nodal Locations of
the First order Bending Mode.
Best compromise with Plan View nodes should also be considered.
63
SAE SB NVH
Bending Node Alignment with Wheel Centers
1
2
4 5
6
7
8
3
Redistribute Beam Masses
to move Node Points to
Align with points 2 and 4
64
SAE SB NVH
Response at Mid-Car
0.0E+00
1.0E+00
2.0E+00
3.0E+00
4.0E+00
5.0 10.0 15.0 20.0
Frequency Hz
V
e
l
o
c
i
t
y

(
m
m
/
s
e
c
)
Node Shifted
Base Model
First Bending Nodal Point Alignment
65
SAE SB NVH
Provide Isolation
Mode Management
Dynamic Absorbers
66
SAE SB NVH
Y
O
x
SDOF
Dynamic Absorber Concept
M
Y
O
x
Auxiliary Spring-Mass-Damper
m = M / 10
2DOF
M
67
SAE SB NVH
Powertrain Example of Dynamic Absorber
Anti-Node Identified
at end of Powerplant
k
c
Absorber attached at anti-node acting in
the Vertical and Lateral plane.
Tuning Frequency =
k/m
m
[Figure Courtesy of DaimlerChrysler Corporation]
68
SAE SB NVH
Baseline Sound Level
63 Hz Dynamic Absorber
63 + 110 Hz Absorbers
Baseline Sound Level
63 Hz Dynamic Absorber
63 + 110 Hz Absorbers
10
dB
69
SAE SB NVH
Provide Isolation
Mode Management
Dynamic Absorbers
70
SAE SB NVH
Introduction
NVH Load Conditions
Closing Remarks
Greg Goetchius
71
SAE SB NVH
Introduction
NVH Load Conditions
Closing Remarks
Sachin Gogate
72
SAE SB NVH
RECEIVER
PATH
SOURCE
Mid Frequency NVH Fundamentals
This looks familiar!
Frequency Range of Interest has changed to
150 Hz to 500 Hz
73
SAE SB NVH
Typical NVH Pathways to the Passenger
PATHS
FOR
STRUCTURE
BORNE
NVH
Noise Paths are the
same as Low
Frequency Region
Noise Paths are the
same as Low
Frequency Region
74
SAE SB NVH
Mid-Frequency Analysis Character
Structure Borne Noise
Airborne Noise
R
e
s
p
o
n
s
e
Log Frequency
Low
Global Stiffness
Mid
Local Stiffness
+
Damping
High
Absorption
+
Mass
+
Sealing
~ 150 Hz ~ 1000 Hz ~ 10,000 Hz
High modal density
and coupling in
source, path and
receiver
Mode separation is less practical in
mid-frequency
New Strategy is Effective Isolation:
Achieved by reducing energy transfer
locally between source and receiver at
key paths.
Mode separation is less practical in Mode separation is less practical in
mid mid- -frequency frequency
New Strategy is Effective Isolation: New Strategy is Effective Isolation:
Achieved by reducing energy transfer Achieved by reducing energy transfer
locally between source and receiver at locally between source and receiver at
key paths. key paths.
75
SAE SB NVH
Important characteristics of mid frequency analysis
&
Identifying Key Noise Paths
Effective Isolation
76
SAE SB NVH
Mobility
Mobility is the ratio of velocity response at the excitation point on structure
where point force is applied
Mobility =
Velocity
Force
Mobility, related to Admittance, characterizes Dynamic Stiffness of
the structure at load application point
Mobility =
Frequency * Displacement
Force
=
Frequency
Dynamic Stiffness
77
SAE SB NVH
&
Effective Isolation
Effective Isolation
78
SAE SB NVH
The isolation effectiveness can be quantified by a theoretical model based on
analysis of mobilities of receiver, isolator and source
Transmissibility ratio is used to objectively define measure of isolation
TR =
Force from source without isolator
Force from source with isolator
Isolation
V
r
V
ir
V
is
F
r
F
ir
Receiver
Source
F
is
F
s
V
s
Isolator
V
F
s
=
Y
i
+ Y
r
+ Y
s
V
r
F
r
Receiver
Source
F
s
V
s
V
F
s
=
Y
r
+ Y
s
V
V
79
SAE SB NVH
Isolation
TR = ( Y
r
+ Y
s
) / ( Y
i
+ Y
r
+ Y
s
)
For Effective Isolation (Low TR) the Isolator
Mobility must exceed the sum of the Source and
Receiver Mobilities.
Y
r
: Receiver mobility
Y
s
: Source mobility
Y
i
: Isolator mobility
V
m
V
im
V
if
F
m
F
im
Receiver
Source
F
if
F
f
V
f
Isolator
TR =
Force from source without any isolator
Force from source with an isolator
80
SAE SB NVH
Classical SDOF: Rigid
Source and Receiver
T
r
a
n
s
m
i
s
s
i
b
i
l
i
t
y

R
a
t
i
o
1.0 1.414 10.0
f / f
n
Real Structure
Flexible (Mobile)
Source and
Receiver
Isolation Effectiveness
Effectiveness deviates from the classical development as resonances occur
in the receiver structure and in the foundation of the source.
Isolation Region
Isolation Region
1.0
81
SAE SB NVH
Effective Isolation
&
82
SAE SB NVH
Identifying Key NVH Paths
Key NVH paths are identified by Transfer Path Analysis
(TPA)
F
i
Tactile
Transfer
Tactile
Transfer
Acoustic
Transfer
Acoustic
Transfer
Operating loads Operating loads
TPA is a technique to perform phased summation of partial responses through
all NVH paths to give total tactile or acoustic response under operating loads at
a given frequency
TPA is applicable in both testing and simulation scenarios to identify key paths
Break the system at the
points where the forces
enter the body (Receiver)
83
SAE SB NVH
Noise Path Analysis
F
i
Total Acoustic Response is summation of partial
responses over all noise paths
P
t
=
paths
[P
i
] =
paths
[ (P/F)
i
* F
i
]
Acoustic Transfer (P/F)
i
i
P
i
: Partial contribution of path i due to operating force
Operating loads create
Forces (F
i
) into body at
All noise paths
(P/F)
i
: Acoustic Transfer Function of the i
th
Path
84
SAE SB NVH
Transfer Path Analysis
( contributors + )
( reducers - )
Front
Upper
Control
Arm
Front
Shock
Absorber Rear
Shock
Absorber
Rear
Upper
Arm
Total
Noise
(
All
Paths
)
Front
Stabilizer
Front
Spring
TPA allows path rankings based on contribution to
total response of noise paths at a given frequency
TPA thus helps identify key noise paths
TPA is mainly used for acoustic response in mid
frequency range
85
SAE SB NVH
Designing for Mid Frequency
Effective Isolation
&
86
SAE SB NVH
When designing a new vehicle, the first phase is to
satisfy generic targets for key parameters along all
noise paths in order to achieve effective isolation.
What are these generic targets and
key parameters ?
What are these generic targets and
key parameters ?
87
SAE SB NVH
Generic Noise Path Targets
Operating loads
Operating loads
i
i
X
K
Bsng
V/F
P/V
P/F
F
K
source
(K
body
)
Transmissibility along a given noise path (TR
i
)
TR = ( Y
r
+ Y
s
) / ( Y
i
+ Y
r
+ Y
s
)
TR = ( ) / ( )
K
body
1
K
source
1
+
K
body
1
+
K
iso.
1
K
source
1
+
88
SAE SB NVH
TR = ( ) / ( )
K
body
1
K
source
1
+
K
body
1
+
K
iso.
1
K
source
1
+
K
iso
K
source
K
body
K
iso
1.0 5.0 Infinite
1.0
5.0
Infinite
0.67 0.54 0.50
0.54 0.28 0.17
0.50 0.17 0.00
As a generic target, body to bushing stiffness ratio
of at least 5.0 and very high source to bushing
stiffness ratio (~ infinite) is desired to achieve
good TR of 0.17
89
SAE SB NVH
0
0.1
0.2
0.3
0.4
0.5
1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6 6.5 7 7.5 8 8.5 9 9.5 10
Series2
0.0
0.1
0.2
0.3
0.4
0.5
1 2 3 4 5 6 7 8 9 10
Stiffness Ratio; K
body
/ K
bsg
T
r
a
n
s
m
i
s
s
i
b
i
l
i
t
y

R
a
t
i
o
TR = ( K
bsg
) / ( K
bsg
+ K
body
)
For a very stiff source

Target Min. = 5
gives TR = .17
Relationship of Body-to-Bushing Stiffness
Ratio to Transmissibility
90
SAE SB NVH
F
i
Operating loads Operating loads
i
i
Operating loads create
Forces (F
i
) into body at
All noise paths
P
t
=
paths
[P
i
] =
paths
[ F
i
* (P/F)
i
]
=
paths
[ F
i
* (P/V)
i
* (V/F)
i
]
(P/F) Acoustic Sensitivity
(V/F) Structural Point Mobility (Receiver)
91
SAE SB NVH
For a given force generated at a source attachment to
body, lowering sensitivities (P/F) or (V/F) along a path
would reduce total response
Typical generic targets,
- Acoustic Sensitivity (P/F) in 50 - 60 dBL/N range
- Structural Mobility (V/F) less than 0.312 mm/sec/N
For example, for Acoustic Response P
t
P
t
=
paths
[P
i
] =
paths
[ F
i
* (P/F)
i
]
=
paths
[ F
i
* (P/V)
i
* (V/F)
i
]
92
SAE SB NVH
K
iso
K
body
>= 5.0
K
iso
K
source
~ very high
Acoustic
Sensitivity
<
50 - 60
dBL/N
Structural
Mobility
< 0.312 mm/sec/N
How does one achieve these generic targets ?
93
SAE SB NVH
How does one achieve
Increase local body attachment stiffness (K
body
)
through structural modifications
K
iso
K
body
>= 5.0
Reduce attachment isolator stiffness (K
iso
) while
balancing the conflicting requirement of other
functionalities such as Ride & Handling
Structural
Mobility
< 0.312
94
SAE SB NVH
Increase source side attachment stiffness (K
source
)
Reduce attachment isolator stiffness (K
iso
)
K
iso
K
source
~ very high
In Automotive Structures, it is realistic to expect
that the Source to isolator stiffness ratio is high
since Source usually corresponds to a stiff
structure (such as powertrain or axle).
95
SAE SB NVH
At a given frequency, Acoustic Sensitivity (P/F) is
P/F = (P/V) X
Frequency
Body stiffness
Based on the above equation, increasing body
stiffness usually reduces Acoustic Sensitivity.
Acoustic
Sensitivity
<
50 - 60
dBL/N
96
SAE SB NVH
How does one achieve:
In such cases, the Acoustic Sensitivity can be
reduced by reducing the overall body panel velocity
through application of damping treatments
There are situations when increasing body
stiffness does not reduce Acoustic Sensitivity
Acoustic
Sensitivity
<
50 - 60
dBL/N
97
SAE SB NVH
Application of Damping Treatment
Effect on sound response of damping treatment
applied on key identified contributing panels
12.5dBA
Reduction
Floor without
damping treatment
Floor with
damping
treatment
Frequency (Hz)
5.0 dBA
S
P
L

(
d
B
A
)
98
SAE SB NVH
While designing a new vehicle, generic targets are
set for key parameters along all noise paths in order
to achieve effective isolation.
Is it really necessary to achieve generic targets for
all noise paths ?
Is it really necessary to achieve generic targets for
all noise paths ?
Probably Not !!
Probably Not !!
99
SAE SB NVH
Drivers Ear Noise
Vehicle Level Response
Original Noise Path
Contributions
Transfer
Path
Analysis
Some noise paths are
more dominant than
others
Impose more strict
requirements for these
dominant paths and
relax requirements for
other paths to achieve
more rebalanced
noise
Improved Noise
Path Contributions
Drivers Ear Noise
Vehicle Response to Meet NVH Targets
Original Noise
Reduced Noise
100
SAE SB NVH
Yes
or
Time Out
No
Re-Design
Sub-System
Evaluate Sub-System
Performance
Evaluate Sub-System
Performance
No
Meet
Vehicle
Goals?
Rebalance
Trade-Off
Rebalance
Trade-Off
Meet
Sub-System
Goals?
Evaluate Vehicle Goals
Evaluate Vehicle Goals
Mid Frequency NVH Goal Achievement Process
Initial Sub-System Targets
Yes
or
Time Out
101
SAE SB NVH
Principles to follow
At the beginning of program, work towards generic
targets for all noise paths in order to achieve effective
isolation.
As the design is firmed out, shift focus to key
contributing noise paths using Transfer Path Analysis
in order to meet target for all NVH operating load
conditions.
Perform path rebalancing to arrive at revised path
targets if Sub-System goal achievement is not
possible due to architectural constraints.
102
SAE SB NVH
Final Remarks on Mid Frequency Analysis
Effective isolation at dominant noise paths is critical
Effective isolation at dominant noise paths is critical
Reduced mobilities at body & source and softened
bushing are key for effective isolation
Reduced mobilities at body & source and softened
bushing are key for effective isolation
It is important to balance NVH requirements against
other functionalities (Ride and Handling, Impact)
It is important to balance NVH requirements against
other functionalities (Ride and Handling, Impact)
It is important to understand the robustness of
design recommendations
It is important to understand the robustness of
design recommendations
Other means of dealing high levels of source input
such as damping treatments are also effective
Other means of dealing high levels of source input
such as damping treatments are also effective
103
SAE SB NVH
Introduction
NVH Load Conditions
Closing Remarks
Greg Hopton
104
SAE SB NVH
Dashboard Dashboard
Air treatment Air treatment
Engine Engine
Auxiliaries Auxiliaries
Tires Tires
Gearbox Gearbox
Drive line Drive line
Steering System Steering System
Wheel Suspensions Wheel Suspensions
Body Trim Body Trim
Body Structure Body Structure
Seats Seats
105
SAE SB NVH
Experimental Experimental
Assessment Assessment
Modeling Modeling
Numerical Numerical
Modeling Modeling
Spectral Analysis Spectral Analysis
S Signature ignature
Intensity Intensity
Holography Holography
Operational Deflection Operational Deflection
S Sound ound Q Quality uality
Modal Modal Analysis Analysis
TPA TPA (structure (structure- -borne) borne)
FRF Based FRF Based Modeling Modeling
ASQ ASQ (air (air- -borne) borne)
BEM BEM
Ray Tracing Ray Tracing
Vibro Vibro- -acoustic Modal acoustic Modal Analysis Analysis
E ESEA SEA
Technologies for NVH
Input Input Transfer Transfer Response Response
Acoustical Acoustical
Mechanical Mechanical
Medium Medium
Structure Surface Structure Surface AirBorne AirBorne
Acoustic Acoustic
Vibration Vibration
Spectral Analysis Spectral Analysis
F FRF Analysis RF Analysis
Acoustical FEM Acoustical FEM
Structural FEM Structural FEM
S Signature ignature
MBS MBS
SEA SEA
106
SAE SB NVH
Various Techniques
Low Frequency Mid Frequency High Frequency
Modal Structuring
PCA
Acoustic holography
SEA
Modal analysis
TPA, ASQ
Inverse BEM
ODS
Vibro-acoustic
Spectral Analysis
Sound Quality
Intensity
Ray tracing
FEM
BEM
Time domain BEM
Modeling Modeling
Numerical Numerical
Modeling Modeling
Hybrid Hybrid
Modeling Modeling
CAT CAT
CAE CAE
FRF Structuring Experimental SEA
107
SAE SB NVH
Hybrid Modeling
A Hybrid model is a full system performance

A Hybrid model is a full system performance
model composed of both numerical and
model composed of both numerical and
experimental based models
experimental based models
Test
Test
-
-
based models are used for existing / carryover
based models are used for existing / carryover
sub
sub
-
-
systems
systems
Faster than building numerical models

Faster than building numerical models
More accurately match hardware

More accurately match hardware
Numerical models are used for sub

Numerical models are used for sub
-
-
systems of
systems of
design interest
design interest
Automatic optimization
Automatic optimization
Design Space Studies

Design Space Studies
Performance is evaluated at system level

Performance is evaluated at system level
More accurate, faster run

More accurate, faster run
-
-
times than full
times than full
numerical models
numerical models
More flexibility than full test

More flexibility than full test
-
-
based models
based models
108
SAE SB NVH
When to Use These Methods
Experimental Modeling Experimental Modeling
Utilize previous generation hardware
Utilize prototype builds
Numerical models are not available
Numerical Modeling Numerical Modeling
Physical hardware is not available
Evaluate a variety of analysis cases quickly
Understand variability
Hybrid Modeling Hybrid Modeling
Both numerical and experimental models are available
Fast run times
Evaluate variety of sub-assemblies or components quickly
109
SAE SB NVH
Introduction
NVH Load Conditions
Closing Remarks
Alan Duncan
110
SAE SB NVH
Ride
and
Handling
NVH
Durability
Impact
CrashWorthiness
Competing Vehicle Design Disciplines
111
SAE SB NVH
Structure Borne
NVH Performance
Structure Borne
NVH Performance
Revealed here today !
112
SAE SB NVH
The Fundamental Secret of Structure
Borne NVH Performance
To Minimize Structure Borne NVH, connect
between Source and Receiver Sub-Systems at
Locations where the Motion is at a Minimum.
First Best Principle for NVH
Improvement is Minimization /
Understanding of the Source Excitation.
Ist Corollary
113
SAE SB NVH
First Best Principle for NVH
Improvement is Minimization /
Understanding of the Source Excitation.
Ist
Corollary
Meets Conditions of the Attenuations Strategies
Thank You for Attending the
Structure Borne NVH Workshop
Your Presenters today were:
Alan Duncan, Material Sciences Corp.
Contact: Alan.Duncan@matsci.com or AEDuncan@AutoAnalytics.com
Greg Goetchius, Material Sciences Corp.
Contact: Greg.Goetchius@matsci.com
Sachin Gogate, DaimlerChrysler Corp.
Contact: sg57@dcx.com
Visit: SAE at www.sae.org/events/nvc/specialevents.htm
Also with Ref.s at: www.AutoAnalytics.com/papers.html
to download the Structure Borne NVH Workshops
To Minimize Structure Borne NVH, connect
between Source and Receiver Sub-Systems at
Locations where the Motion is at a Minimum.
Greg Hopton, LMS North America
Contact: Greg.Hopton@lmsna.com

Structure Borne Noise

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Structure Borne Noise

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1

For a very stiff source

A Hybrid model is a full system performance

Faster than building numerical models

More accurately match hardware

Numerical models are used for sub

Design Space Studies

Performance is evaluated at system level

More accurate, faster run

More flexibility than full test

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