Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
Presenters:
Sponsored By:
SAE Noise and Vibration Committee
NVH Workshop
NVH Workshop Topic Outline
• Introduction
• Fundamentals in NVH
• Automotive NVH Load Conditions
• Low Frequency Basics
• Live Noise Attenuation Demo
• Mid Frequency Basics
• Utilization of Simulation Models
• Closing Remarks
NVH Workshop
The
The Fundamental
Fundamental Secret
Secret of
of
Structure
Structure Borne
Borne
NVH
NVH Performance
Performance
NVH Workshop
NVH Workshop Topic Outline
• Introduction
• Fundamentals in NVH
• Automotive NVH Load Conditions
• Low Frequency Basics
NVH Workshop
Competing Vehicle Design Disciplines
Ride Impact
and CrashWorthiness
Handling
NVH Durability
NVH Workshop
NVH Workshop Topic Outline
• Introduction
• Fundamentals in NVH
• NVH Load Conditions
• Low Frequency Basics
NVH Workshop
Fundamentals in NVH
• What is N, V and H?
• Time and Frequency Relation
• Subjective to Objective Conversions
• Single Degree of Vibration and Vibration
Isolation Principle
• Automotive NVH Frequency Range
NVH Workshop
What is N, V and H?
(in Automotive Context)
Based on SAEJ670e Standard (Vehicle Dynamics Committee July 1952)
Time (Sec)
Operating
loads Operating loads Operating loads
40 Hz
(Colum
n
Amplitude
Mode)
25 H
(Vehicle z
Flexible
Body M
o d e)
n
15 Hz
io
(Suspe
at
nsion
m
Mode)
X(f)
m
Overall Response, X(t)
Su
ed
5 Hz
as
(Vehicle
Rigid Ph
Body M
o d e)
Time (Sec)
Time
NVH Workshop
Time and Frequency Relation
• Mathematically Speaking …….
X ( f ) = Fourier Transform of X ( t )
NVH Workshop
Time and Frequency Relation
• Responses can be obtained in frequency
domain either through Fourier Transform of time
domain signal or directly in frequency domain
Test World
F(t) X ( t ) Fourier X ( f )
Vehicle System
Transform
Fourier
Transform
F(f) X(f)
Vehicle System
1 2 3 4 5
6 7
Profile
Profile Height (m m )
15.0
10.0
5.0
0.0
0 100 200 300 400 On to 100,380
500
Distance (mm)
NVH Workshop
Pitch at Mid-Car DOF3
1.0E-04
8.0E-05
R o ta tio n - R a d ia n s
Base Model
R o tat io n R a d ian s
1.E-05
1.E-06
1.E-07
1.E-08
1.E-02
Amplitude mm
1.E-03
20 Hz Amplitude
@ 45 MPH is Approximately
1.E-04
Constant over the
1.E-05 Frequency Range
1.E-06
0.E+00 4.E-03 Constant
8.E-03 1.E-02 Displacement
2.E-02 2.E-02
Cycles / mm
0.0 20.0 Hz
NVH Workshop
RotationRadians
1 .0 E-0 4
P itc h a t M id -C a r D O F 3
Tim e D o m a in F F T
1 .0 E-0 5
F F T o f In p u t
1 .0 E-0 6
1 .0 E-0 7
1 .0 E-0 8
0 5 10 15 20
F re q u e n c y Hz
NVH Workshop
Subjective to Objective Conversions
A 2 ≈ 1/2 A 1
Represents 1.0 Rating Change
F = FO sin 2 π f t
√
f
1 + ( 2 d fn ) 2
TR = FT / F = f
( 1- f 2 ) 2 + ( 2 d f ) 2
2
m fn n
Transmitted
Force
k c FT d = fraction of critical damping
fn = natural frequency √(k/m)
f = operating frequency
NVH Workshop
Vibration Isolation Principle
4
0.1
APPLIED FORCE
Transmissibility Ratio
0.15
F = FO sin 2 π f t
3
m TR = FT / F
0.25
2 k c FT Transmitted
0.375 Force
0.5
1.0
1
Isolation
Isolation Region
Region
0
0 1 1.414 2 3 4 5
Frequency Ratio (f / fn)
NVH Workshop
Isolation from an Applied Force
Excitation Force Coming
from Engine F0
Transmissibility
Force Ratio is FT/F0
Example:
A 4 Cyl. Excitation for Firing
Pulse at 700 RPM has a second
order gas pressure torque at
23.3 Hz. Thus, to obtain
isolation, the engine roll mode
FT must be below 16.6 Hz.
Support Forces
Transmitted to Body
NVH Workshop
Automotive NVH Frequency Range
Absorption
+
Local Stiffness Mass
+ +
Global Stiffness Damping Sealing
“Low” “Mid” “High”
Log Frequency
NVH Workshop
NVH Workshop Outline
• Introduction
• Fundamentals in NVH
• NVH Load Conditions
• Low Frequency Basics
NVH Workshop
Noise and Vibration Sources
Suspension
Powertrain
PATHS
FOR
STRUCTURE
BORNE
NVH
NVH Workshop
Powertrain
Induced
NVH Workshop
NVH Workshop Topic Outline
• Introduction
• Fundamentals in NVH
• NVH Load Conditions
• Low Frequency Basics
NVH Workshop
Low Frequency NVH Fundamentals
RECEIVER
PATH
SOURCE
NVH Workshop
Vibration and Noise Attenuation Methods
NVH Workshop
8 Degree of Freedom Vehicle NVH Model
Engine Mass
8
Engine Flexible Beam for Body
Isolator
1 2 3 4 5
Suspension
Springs
6 7
Wheels
Tires
NVH Workshop
Vibration and Noise Attenuation Methods
NVH Workshop
Reduction of Input Forces from the Source
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.
NVH Workshop
Vibration and Noise Attenuation Methods
NVH Workshop
8 Degree of Freedom Vehicle NVH Model
Force Applied to Powertrain Assembly
Feng
8
1 2 3 4 5
6 7
NVH Workshop
Engine Isolation Example
Response at M id Car
1.0000
0.1000
7.0 Hz
0.0100
0.0010
NVH Workshop
Concepts for Increased Isolation
“Double” isolation is the typical strategy for
further improving isolation of a given vehicle
design.
Second Level of
Isolation is at Subframe
to Body Mount
Subframe is
Intermediate Structure
NVH Workshop
8 Degree of Freedom Vehicle NVH Model
Removed Double Isolation Effect
1 2 3 4 5
Wheel
6 Mass 7
Removed
NVH Workshop
Double Isolation Example
Vertical Response at DOF3
6.0E+00
Base Model
5.0E+00
(mm/sec)
Without Double_ISO
4.0E+00
3.0E+00
Velocity
1.414*fn
2.0E+00
1.0E+00
0.0E+00
5.0 10.0 15.0 20.0
Frequency Hz
NVH Workshop
Vibration and Noise Attenuation Methods
NVH Workshop
Mode Management
• Provide Separation between:
NVH Workshop
Need for Mode Management
Beam Stiffness which represents the body stiffness was
adjusted to align Bending Frequency with Suspension Modes
and then progressively separated back to Baseline.
Suspension
Springs
6 7
Wheels
Tires
NVH Workshop
8 DOF Mode Separation Example
Response at Mid Car 18.2 Hz Bending
13.Hz Bending
100.00
10.6 Bending
Prog
re
“veh ssive re
icle” d
10.6 Hz bend uction in
ing m the
Velocity (mm/sec)
ode
10.00 13.0 Hz
18.2 Hz
1.00
Suspension Mode
0.10
5 10 15 20
Frequency Hz
NVH Workshop
Mode Management Chart
EXCITATION SOURCES
Inherent Excitations (General Road Spectrum, Reciprocating Unbalance, Gas Torque, etc.)
Process Variation Excitations (Engine, Driveline, Accessory, Wheel/Tire Unbalances)
0 5 10 15 20 25 30 35 40 45 50
First Order Wheel/Tire Unbalance Hz
V8 Idle
Hot - Cold
CHASSIS/POWERTRAIN MODES
Suspension Hop and Tramp Modes
Ride Modes Suspension Longitudinal Modes
Powertrain Modes Exhaust Modes
0 5 10 15 20 25 30 35 40 45 50
Hz
BODY/ACOUSTIC MODES
Body First Torsion Steering Column First Vertical Bending
Body First Bending First Acoustic Mode
0 5 10 15 20 25 30 35 40 45 50
Hz
(See Ref. 1)
NVH Workshop
Campbell Diagram
• Campbell Diagram simultaneously represents excitations and
vehicle system modes on a RPM vs. Frequency axis system
• A more convenient way (compared to mode management
charts) of understanding the interaction among modes and
excitation and mapping onto ERPM and vehicle speed
Steering Column
Global Body Torsion
3rd Harmonic
Vertical
Engine RPM
2nd Harmonic
600 RPM
1st Harmonic
Frequency (Hz)
30Hz 32Hz
NVH Workshop
Vibration and Noise Attenuation Methods
NVH Workshop
Mount at Nodal Point
First Bending: Nodal Point Mounting Example
NVH Workshop
Mount at Nodal Point
Nodal Point Mounting Examples
Passenger sits at
node point for First
Torsion.
Rear View
Mount system is placed to support Engine
Powertrain at the Nodal Locations of
the First order Bending Mode.
1 2 3 4 5
6 7
Transmission Mount of a
3 Mount N-S P/T is near
the Torsion Node.
NVH Workshop
8 Degree of Freedom Vehicle NVH Model
Bending Node Alignment with Wheel Centers
Redistribute Beam Masses
8 to move Node Points to
Align with points 2 and 4
1 2 3 4 5
6 7
NVH Workshop
First Bending Nodal Point Alignment
Response at Mid-Car
4.0E+00
Node Shifted
Base Model
(m m /sec)
3.0E+00
2.0E+00
Velocity
1.0E+00
0.0E+00
NVH Workshop
Dynamic Absorber Concept
Auxiliary Spring-Mass-Damper
4.0 m = M / 10
x x
Displacement mm
3.5
SDOF 2DOF
3.0
M M
2.5
YO YO
2.0
1.5
1.0
0.5
0.0
0.0 0.5 1.0 1.5 2.0
Frequency Hz
NVH Workshop
Powertrain Example of Dynamic Absorber
Anti-Node Identified
at end of Powerplant
k c
m
Absorber attached at anti-node acting in
the Vertical and Lateral plane.
NVH Workshop
Mid Frequency NVH Fundamentals
RECEIVER
PATH
SOURCE
This looks familiar!
Frequency Range of Interest has changed to
150 Hz to 500 Hz
NVH Workshop
Typical NVH Pathways to the Passenger
NoisePaths
Noise Pathsare
arethe
the
sameas
same asLow
Low
FrequencyRegion
Frequency Region
PATHS
FOR
STRUCTURE
BORNE
NVH
NVH Workshop
Mid-Frequency Analysis Character
Structure Borne Noise
Airborne Noise
•• Mode
Mode separation
separation is
is less
less practical
practical in
in
High modal density mid-frequency
mid-frequency
and coupling in
source, path and
•• New
New Strategy
Strategy is
is Effective
Effective Isolation:
Isolation:
receiver
Achieved
Achieved byby reducing
reducing energy
energy transfer
transfer
locally
locally between
between source
source and
and receiver
receiver at
at
key
key paths.
paths.
Response
Absorption
+
Local Stiffness Mass
+ +
Global Stiffness Damping Sealing
“Low” “Mid” “High”
~ 150 Hz ~ 1000 Hz
Log Frequency ~ 10,000 Hz
NVH Workshop
Mid-Frequency Analysis Character
• Important characteristics of mid frequency analysis
Effective Isolation
&
NVH Workshop
Mid-Frequency Analysis Character
Effective Isolation
&
NVH Workshop
Isolation Effectiveness
Classical SDOF: Rigid
Source and Receiver
“Real Structure”
Flexible (Mobile)
1.0 Source and
Receiver
Transmissibility Ratio
Isolation
Isolation Region
Region f/fn
NVH Workshop
Mobility
• Mobility is the ratio of velocity response at the excitation point on structure
where point force is applied
Velocity
Mobility =
Force
Frequency * Displacement
Mobility =
Force
Frequency
=
Dynamic Stiffness
NVH Workshop
Isolation
• The isolation effectiveness can be quantified by a theoretical model based on
2003, 2005 ERRATA
analysis of mobilities of receiver, isolator and source
V Receiver Vr
V Receiver Vr
V Fr
Fr Fs =
Yi + Y r + Y s F ir
V ir
Fs
Vs Isolator V is
Source
F is
V
F s= Fs
Yr +Ys Vs
Source
NVH Workshop
Isolation
• The isolation effectiveness can be quantified by a theoretical model based on
analysis of mobilities of receiver, isolator and source
V Receiver Vr
V Receiver Vr
V Fr
Fr Fs =
Yi + Y r + Y s F ir
V ir
Fs
Vs Isolator V is
Source
F is
V
F s= Fs
Yr +Ys Vs
Source
NVH Workshop
Isolation
Force from source with an isolator Receiver Vm
TR =
Force from source without an isolator
Fm
TR = ⏐ ( Y r + Y s ) / ( Y i + Y r + Y s ) ⏐ F im
V im
Isolator V if
Y r : Receiver mobility
F if
Y i : Isolator mobility
Y s : Source mobility Ff
Vf
Source
Effective Isolation
&
NVH Workshop
Identifying Key NVH Paths
Key NVH paths are identified by Transfer Path Analysis (TPA)
Tactile
Tactile Acoustic
Acoustic
Transfer
Transfer Transfer
Transfer
NVH Workshop
Noise Path Analysis
Acoustic
AcousticTransfer
Transfer(P/F)
(P/F)i i
NVH Workshop
Transfer Path Analysis
• TPA allows path rankings based on contribution to
total response of noise paths at a given frequency
( )
Rear
Arm Shock
… Upper All
Absorber Arm
Paths
Effective Isolation
&
NVH Workshop
Designing for Mid Frequency
What
What are
are these
these generic
generic targets
targets and
and
key
key parameters
parameters ??
NVH Workshop
Generic Noise Path Targets
Acoustic
AcousticTransfer
Transfer(P/F)
(P/F)i i
P/V
V/F P/F
(Kbody)
F
KBsng ΔX
Ksource
1 1 1 1 1
TR = ⏐ ( + ) / ( + + )⏐
K body K source K body K iso. K source
NVH Workshop
Generic Noise Path Targets
1 1 1 1 1
TR = ⏐ ( + ) / ( + + )⏐
K body K source K body K iso. K source
K source
K body K iso
K iso 1.0 5.0 Infinite
0.40.4
0.30.3 Target Min. = 5
0.20.2 gives TR = .17
0.10.1
00.01 2 3 4 5 6 7 8 9 10
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
K body. Stiffness Ratio; K body / K bsg
K bsg
NVH Workshop
Generic Noise Path Targets
Acoustic
AcousticTransfer
Transfer(P/F)
(P/F)i i
Acoustic 50 - 60
<
Sensitivity dBL/N
Structural
< .2 to .3 mm/sec/N
Mobility
K body Structural
>= 5.0 < .2 - .3
K iso Mobility
NVH Workshop
Generic Noise Path Targets
How does one achieve
K source
~ infinite
K iso
Frequency
P/F = (P/V) X
Body stiffness
NVH Workshop
Generic Noise Path Targets
How does one achieve: Acoustic 50 - 60
<
Sensitivity dBL/N
NVH Workshop
Application of Damping Treatment
Effect on sound response of damping treatment
applied on key identified contributing panels
5.0 dBA
12.5dBA
Reduction
SPL (dBA)
Floor with
damping
treatment
Floor without
damping treatment
Frequency (Hz)
Is
Is itit really
really necessary
necessary toto achieve
achieve generic
generic targets
targets for
for
all
all noise
noise paths
paths ??
Probably
Probably Not
Not !!!!
NVH Workshop
Designing for Mid Frequency
Driver’s Ear Noise Original Noise Path Improved Noise
Contributions Path Contributions
Transfer
Path
Analysis
Vehicle Level Response Some noise paths are Impose more strict
more dominant than requirements for these
others dominant paths and
relax requirements for
Driver’s Ear Noise
other paths to achieve
Reduced Noise
Original Noise more “rebalanced”
noise
NVH Workshop
Mid Frequency NVH Goal Achievement Process
Initial Sub-System Targets
Rebalance
Trade-Off
Evaluate Sub-System
Performance
Re-Design Yes
Sub-System or
Meet Time Out
Sub-System Evaluate Vehicle Goals
No Goals?
Meet Yes
Vehicle or
Goals? Time Out
No
NVH Workshop
Designing for Mid Frequency
Principles to follow
NVH Workshop
Mid Frequency NVH Improvement
(Sports Utility Vehicle Example)
Full
Full Vehicle
Vehicle Model
Model
Powertrain/Axle/Suspension
Powertrain/Axle/Suspension Model
Model
[Figure Courtesy of DaimlerChrysler Corporation]
NVH Workshop
Mid Frequency NVH Improvement
(Sports Utility Vehicle Example)
Acoustic
Acoustic Cavity
Cavity Model
Model
[Figure Courtesy of DaimlerChrysler Corporation]
NVH Workshop
Mid-Frequency NVH improvement
Axle Whine Example : 300-500 Hz
Front and Rear Axle
Gear-Pinion Mesh Trimmed Body
Transmission Error
θ
Chassis
Target Level
SPL(dBA)
RR Excitation Only
(Dominates Total Content)
FR Excitation Only
10dBA
¾ Disconnect Studies
• Disconnecting rear suspension noise paths (shock in particular) had
the most significant effect on Driver’s SPL response
NVH Workshop
Axle Whine Example
• Transfer Path Analysis
• Dominant Paths
• Rear left shock vertical
• Rear LCA vertical : Left is positive whereas right is negative contributor
• Rear Right shock vertical
5dBL/N
Acoustic
Acoustic sensitivity
sensitivity was
was
better
better than
than generic
generic target
target
• The issue is with high forces into the body through shock
attachment due to stiff shock bushings
• Stiff shock bushings gave low body-to-bushing stiffness
ratio
[Figure Courtesy of DaimlerChrysler Corporation]
NVH Workshop
Axle Whine Example
Solution
• Soften shock vertical bushings by 65%
Deterministic Response
- The problem peak has now of Model with proposal
shifted to a new vehicle Scatter of model
With proposals
speed of 50.7 mph which
requires a new contribution
analysis 54.4
48.2 49.5 50.7 51.9 53.2
Vehicle Speed (mph)
[Figure Courtesy of DaimlerChrysler Corporation]
NVH Workshop
Final Remarks on Mid Frequency Analysis
• Effective isolation at dominant noise paths is critical
NVH Workshop
Utilizing NVH Simulation Models
Considerations
• Some Agreement: Math Models can be used as Trend Predictors.
(but not for absolute levels, yet.)
NVH Workshop
Utilizing NVH Simulation Models
Considerations
• Q. How do I compare my model to test measurement and how close
does it have to be to assure it can be used as a trend predictor?
• ANS. If model predictions were within the band of variability of the
test measurement, for a statistically significant number of samples,
this would increase confidence in the predictive capability.
NVH Workshop
Discussion of Product Variability
Topics
• Conclusions
NVH Workshop
Magnitude of 99 Structure – borne FRF’s for the
Rodeo’s for the driver microphone
Mag. of FRF ( Ref. 8 ) ©1993 Society of Automotive Engineers, Inc.
Frequency ( Hz )
NVH Workshop
Acoustic scatter numerically determined in the vibro – acoustic behavior of a vehicle
due to possible tolerances in the component area and in the production process
Frequency ( Hz )
Phase [o]
Frequency ( Hz )
( Ref. 9 ) ©2000 Society of Automotive Engineers, Inc.
NVH Workshop
Reference Baseline Confidence Criterion
For Operating Response Simulations
REF. 8 FUDGE
FACTORS
Simulation Prediction
Confidence Criterion:
Simulation result must
Test Upper Bound fall within the band of
Test Band Average test variation.
Test Lower Bound
NVH Workshop
Axle Whine Example
• Design work was focused in the beginning towards
achieving generic targets for all noise paths
• As the design was firmed out, full vehicle analysis revealed
under target performance for Driver’s ear SPL response
which was dominated by rear excitation
FR + RR Excitation
Target Level
SPL(dBA)
RR Excitation Only
(Dominates Total Content)
FR Excitation Only
10dBA
9 It uses the same bandwidth as Kompella (Ref. 8), determined from simple
FRF’s, while the criteria is for operating responses which are subject to
additional variation in the operating loads.
9 It assumes that one test will generate the mean response level in the
band subject to the condition that a “qualified” median performer will be
tested. This requires a test engineer extremely experienced with the
vehicle line in order to “qualify” the vehicle.
NVH Workshop
Competing Vehicle Design Disciplines
Ride Impact
and CrashWorthiness
Handling
NVH Durability
NVH Workshop
The
The Fundamental
Fundamental Secret
Secret of
of
Structure
Structure Borne
Borne
NVH
NVH Performance
Performance
Ist Corollary
First Best Principle for NVH
Improvement is Minimization /
Understanding of the Source Excitation.
2nd Corollary
Effectively Isolate the remaining source
from the receivers at Key paths
NVH Workshop
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.
That’s All Folks !
Thankof
Meets Conditions Youthe
for Attending the
Attenuations Strategies
2007 Structure Borne NVH Workshop
• Minimize the Source Load
Your Presenters today were:
• Manage Mode Placement
Alan Duncan, Material Sciences Corp.
• Provide Isolation
Greg at
• Mount Goetchius , Material Sciences Corp.
Nodal Points
• Provide
SachinDynamic AbsorberCorp.
Gogate, DaimlerChrysler
Visit: www.AutoAnalytics.com/papers.html (or www.sae.org)
•Reduce Source - Receiver Mobility
to download the 2007 Structure Borne NVH Workshop
NVH Workshop
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.
That’s All Folks !
Thankof
Meets Conditions Youthe
for Attending the
Attenuations Strategies
2007 Structure Borne NVH Workshop
• Minimize the Source Load
Your Presenters today were:
• Manage Mode Placement
Alan Duncan, Material Sciences Corp.
• Provide Isolation
Greg at
• Mount Goetchius , Material Sciences Corp.
Nodal Points
• Provide
SachinDynamic AbsorberCorp.
Gogate, DaimlerChrysler
Visit: www.AutoAnalytics.com/papers.html (or www.sae.org)
•Reduce Source - Receiver Mobility
to download the 2007 Structure Borne NVH Workshop
NVH Workshop