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REFERENCE TECHNICAL BULLETIN SIAT 2005

S. Raju
The Automotive Research Association of India, India
Modern Techniques Of Automotive NVH
Introduction
Internati onal competi ti on, forthcomi ng stri ngent
legislations on automobiles, and reducing development
time (18 24 months from 48 months) is making the
automotive designer to look for modern techniques for
design, development and proving. This has led to Virtual
Product Development (VPD) including virtual proving
grounds. In the area of NVH also, these techniques are
becoming widely prevalent.
Traditionally, the NVH area has been looked at as an
afterthought. After a prototype has been built, if
undesirable NVH is observed, modifications were being
carried out. However, the scope for modifications was very
limited as it may affect other design parameters. Todays
development scenario and also increasing emphasis on
comfort and environment do not permit this methodology
to be effective. It is necessary incorporate the NVH
aspects in the design stage itself. In other words, it is
necessary to design a vehicle for quietness, as it is
happening in many consumer products. This article
explains the modern techniques employed in the NVH
development portion of the vehicle.
The process of designing mechanical products has
undergone major changes over the last 20 years. The
driving factors are competitively critical but conflicting
demands i.e. more innovative designs and get them to
the market before anyone else. This translates to make
better products in a shorter time and at a lower cost. The
development time has come down drastically from about
36 to 48 months prevalent in the last decade to 18 to 24
months in this decade. A major step was the shift in the
development process towards a Digital approach. Most
companies have adopted an all-digital development
environment for design i.e. Computer-Aided-Design
(CAD), covering the form-and-fit stages of the process
in a virtual space. Similarly, on the level of manufacturing,
numerically controlled machining, robots and a direct link
of manufacturing with CAD models allows a Computer
Aided Manufacturing (CAM) process.
It is also important to get the design perform as expected
for the functions required by the products mission. This
includes primary aspects such as power, energy
consumption, capacity, etc. But as important and less
tangible in the design process are functional performances
such as noise and vibration (for comfort, but also as
environmental pollutants), engine emissions, ride and
handling, safety and reliability, etc. These parameters are
very important from a competitive point of view, but they
are also increasingly imposed by legislation. To take these
properly into account in the design is a complicated
process. Very often, they are dependent or even in conflict
with each other e.g. in their product differentiation, many
product variants have to be built starting from the same
base design.
These functional performances have traditionally been
dealt with late in the development process, using physical
prototypes, where the performances appear as problems,
rather than as true design targets. Powerful testing
systems and advanced analysis techniques are available.
But at that late stage, many development gates have been
passed and the main design decisions are frozen.
Manufacturing design (tooling) is already starting up and
design flexibility is lost, leading to costly, sub optimal,
palliative solutions. The answer has been the recent
evolution towards the use of numerical models for this
part of the development process, leading to a Virtual
Prototype Engineering concept based on Computer Aided
Engineering (CAE) tools. The key activity consists of
building detailed structural-mechanical models, simulating
the performances and adapting the design to meet prior
set targets. Examples are the many simulations such as
structural finite element, vibro-acoustical, multibody, aero-
acoustics, durability, thermal, etc., which are performed
for each design. This has resulted in engineering of the
critical product qualities getting shifted much more to the
area of developmental stages using up-front analysis at
the concept stages, addressing refinement and cross
disciplinary product optimisation using virtual models and
performing in-depth testing only on a reduced no. of
physical prototypes. NVH is also part of this scenario.
NVH sources in a vehicle
The noise is a part of vibration, except that human ears
are sensible to noise in the frequency range of 20 Hz to
20 kHz, the sensitivity being predominant in the range of
1 to 3 kHz. Human body is sensitive to vibration in the
range upto 50 Hz only, but the sensitivity is higher at low
frequencies. Harshness is a tactual and audible
unpleasant sensation by the human beings in the
frequency range of 15 Hz to 300 Hz.
A vehicle noise affects the society in two ways the interior
noise affecting the occupants and the exterior noise
affecting other road users as well as the road environment.
Exterior noise is controlled in many countries as pass-by
noise - a mandatory requirement, while interior noise is a
marketing requirement. Fig. 1 shows the sources of NVH
in a vehicle.
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REFERENCE TECHNICAL BULLETIN SIAT 2005
Fig. 3 : Methodology for NVH refinement
Fig. 1 : NVH sources in a vehicle
Various sub-systems in a vehicle contributes to the vehicle
noise. The vehicle noise depends very much on the
vehicle / engine speed. Fig. 2 shows typical contributions
from different sources in the vehicle to the pass-by noise
of a vehicle.
Fig. 2 : Typical contributors far field noise of vehicle
The engine and its sub-systems viz. intake and exhaust
contribute to nearly 70%, while the remaining 30% come
from the tyre road interface. Pass-by noise is generally
measured in an accelerating mode from 50 km/h. The
tyre noise will contribute substantially at higher speeds.
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REFERENCE TECHNICAL BULLETIN SIAT 2005
Techniques for NVH refinement
In engineering jargon, designing a vehicle for quietness
and i ts physi cal achi evements i s cal l ed as NVH
refinement. A typical methodology for NVH refinement is
given in Fig. 3. The various steps and tools / techniques /
technologies employed are described in the following
paragraphs.
Source identification techniques
1. Benchmarking in terms of Noise and Vibration
Measurements - Any noise target has to be specified in
terms of the amplitude frequency spectrum of the noise
from the targeted noise level. Hence, benchmarking of
the target is generally specified in terms of noise and
vibration spectrum.
The noise and vibration measurements prima-facie are
the helpful to understand the system. It gives quantitative
picture about the levels of predominant frequencies of
interest for analysis. An order analysis is a tool to separate
the frequencies related to source frequencies such as
engine firing, system resonances, etc.
2. Modal testing - Experimental Modal Analysis (EMA),
Operati on Modal Anal ysi s (OMA) and Operati ng
Deflection Shapes (ODS).
The modern method of modal testing makes use of non-
contact type sensors like Laser Doppler Vibrometer (LDV)
on an operating system. The analysis involves evaluation
of dynamic properties in actual condition of test structure.
Fig. 6 shows the operating mode shapes of a car panel
using LDV.
Fig. 4 : A truck cab hung for modal testing
Modal testing can be carried out both by computer
simulation as well as experimentally. For computer
simulation, most of the Finite Element Analysis (FEA)
software such as ANSYS, NASTRAN, ABAQUS, etc are
available today. In Experimental modal testing, structure
under test is hung freely in space as shown in Fig. 4 and
excited by known force by an impact hammer for shaker.
The response i s measured by putti ng no. of
accelerometers and multi-channel data acquisition
system. This technique is used basically to validate the
FE models of components in terms of resonances and
mode shapes. Figure 5 shows a correlation between
computer simulation and experimental validation for an
engine crankcase.
Fig. 6 : Operating mode shape of a car panel
3. Sound Intensity Measurement - In order to control
the noise generated at source, it is necessary to
understand the energy which is radiated from the sound
source. This in acoustic is called sound power which is
measured in terms of sound intensity, i.e. sound power
per unit area.
Fig. 5 : EMA and FE Modal correlation
Fig. 7 : Sound Intensity Mapping in anechoic chamber
Fig. 8 : Sound Intensity contour plots
Traditionally, sound power is measured by sound intensity
probes in which there are two microphones mounted at
180 degrees. In order to identify the noise sources and
their contribution in a system, it is necessary to measure
the sound intensity at a no. of points and calculating the
sound power contribution from each discretized areas.
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REFERENCE TECHNICAL BULLETIN SIAT 2005
Fig. 7 shows the sound intensity mapping of an engine in
an anechoic chamber. Fig. 8 shows iso-sound intensity
contour plots Modern techniques such as acoustic
holography, beam forming, etc. can provide very quickly
the iso-intensity powers. Acoustic holography employs
100 to 150 microphones made into an array in a plane
and acquires the data synchronously. Fig. 9 and 10 show
typical microphone array for holographic mapping of an
engine and hologram showing noise contributors,
respectively. Beam forming is also a similar technique but
using a coarser array of microphones. The advantage of
beam forming is coverage of wider range of frequencies.
Acousti c hol ography i s sui ted for near fi el d fi ne
measurements on smaller object while beam forming for
large objects. Beam forming has been found very suitable
for source location during pass by noise of vehicle as
shown in Fig. 11.
available to correlate subjective sound with objective
methods like sound metrics. Many a time, it is required to
correlate the subjective rating of juries with its objective
parameters measured and arrive at characterization of
sound quality.
Fig. 12 : Sound Quality Analysis subroutine
Fig. 12 shows a typical set-up and procedure for this
exercise.
Transfer path analysis (TPA)
Besides the source, the path through which sound gets
transmitted is also important. The path may amplify,
attenuate or dampen. Transfer paths are characterised
by inputting measured data or known force and finding
out responses. This gives a picture of the energy transfer
within the structure as well as the corresponding dominant
frequencies. The tools employed for TPA are modal test
on complete system and operational modal analysis
(OMA).
Fig. 9 : Typical microphone array for holographic mapping
Fig. 10 : Hologram showing major noise contributors
Fig. 11 : Resolution of sources using beam forming
4. Sound Quality - Sound is perception dependent and
subjective in nature. Many a time, even if the levels of
noise are lower the sound can be irritating because of its
character. Sound Quality characterises this. Even though
Sound quality is subjective many methodologies are
Fig. 13 : Reciprocity measurements of noise and vibration
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REFERENCE TECHNICAL BULLETIN SIAT 2005
Fig. 15 : Application of SEA in car interior
2. Boundary Element Methods (BEM) - The finite
element technique in the area of noise prediction need
complete modelling of domain and system. They are time
consuming and limited by the computer processing
speeds and capacity of hardware. A boundary element
Vibro-acoustics involves the prediction of noise from
vibration inputs and vice versa using direct and reciprocal
measurements. For example, as shown in Fig. 13, the
transfer path between sound pressure at operators ear
and forced excitation at mount location is evaluated using
reciprocity measurements. To evaluate the contribution
of different panels or end elements of a system towards
noise, Panel Acoustic Contribution Analysis (PACA) is
made using coupled FEA, BEA and experimental data.
Different types of acoustic treatments are made inside
vehicle using different sound absorbing materials like
foam, glass wool, rock wool etc. This material property
evaluation is a must before inputting those to analysis
soft wares. Some of the material properties are sound
absorption coefficient, transmission loss, porosity,
tortuosity, etc.
Computer aided engineering for simulation
The experimental and CAE analysis go hand by hand for
any NVH refinement program. The simulation involves
modelling of the actual components or system and their
validation using experimental tests. CAE simulation
involves following steps:
1. Finite element analysis (FEA) - This involves finite
element modelling of system and carry out modal analysis
to identify natural frequencies and mode shapes.Fig.14
shows a typical mode shape of engine crankcase.
Dynamic and sensitivity analysis for structure is
extensively used for structural optimization.
Fig. 14 : Typical mode shape of engine crankcase using
FEA
The FE techniques are best suited for lower frequency
ranges up to 2 kHz. Another technique called Statistical
Energy Analysis (SEA) takes care of this limitation very
well as it is based on conservation of energy taking into
account the probable coupling and damping losses. This
method is quite fast as there are no fine meshes and only
the subsystems. Fig. 15 shows application of SEA in car
interior
Fig. 17: Velocity potentials around the occupant inside the
vehicle cab
Facilities available at ARAI
All the modern techniques as discussed above inclusive
of both experimental and CAE are available at Automotive
Research Association of India (ARAI), Pune, India. Of
Fig. 16 : Noise prediction of silencer using SYSNOISE
technique is based on geometric modelling of structures
with imported FE results. Hence, it involves less modelling
and quicker prediction. Presently available soft wares of
BEM are COMET, SYSNOISE. Fig. 16 shows noise
prediction of automotive silencer using SYSNOISE
3. Aero acoustics - Aero acoustics involves the prediction
of flow-induced noise. The pressure and velocity gradient
can be predicted using conventional CFD software such
STAR-CD, FLUENT, CFX, SWIFT, etc. From these inputs,
noise levels are predicted. Typical applications are: engine
intake and exhaust systems, automotive HVAC, wind
noise, tire noise etc. Fig. 17 shows velocity potentials
around the occupant inside vehicle cab.

REFERENCE TECHNICAL BULLETIN SIAT 2005

Reverberation rooms
Larger Reverberation Room (LRC)
Volume 110 m3
Size 6.2 m x 5m x 4 m
Smaller Reverberation Room (SRC)
Volume 80 m3
Size 6.2 m x 3.6 m x 3.5 m
these, experimental techniques need special test
environments like diffused field (reverberation rooms) and
free field (anechoic chambers) simulating rooms. These
are available at ARAI and are briefly explained below with
their properties
Anechoic chamber
Dimensions: 6m x 6m x 3.1m (tip-to-tip)
Cut-off Frequency : 100 Hz
Noise Level
Without : 20 dB(A)
With : 42 dB(A)
Infrastructural facilities operating
Meeting the acoustic performance
requirement of : ISO : 3745
2/3 Wheeler chassis Dynamometer
Two-wheeler on chassis dynamometer
Max. Power (motoring / generating) : 70 kW
Max. Tractive Effort at 20 Km/h : 2800 N
Max. Speed : 200 km/h
Inertia Range (electrical) : 100-2722kg
Roller Dia. : 1212 mm
Distance Between Inner/Outer : 900 mm/1500 mm
Noise of Dynamometer : 45 dB(A)
(Without Vehicle at 100 km/h)
Anechoic room
Complete NVH source identifications with evaluation of
acoustic material properties are possible in above
chambers. In addiction to this acoustic environment
simulation, the engine and vehicle running conditions are
simulated using following dynamometers -
Reverberation Room
Specifications of engine dynamometers
Assembly of engine dynamometer
Two dynamometers for different capacity engines are
available as given below
W70 W400
Power 70 kW, from 400 kW, from
4500 rev/min to 2000 rev/min to
8000 rev/min 6000 rev/min
Torque 150 Nm above 2000 Nm above
1500 rev/min 600 rev/min
Both dynamometers together cover the engines of entire
automotive vehicles, from right from two-wheelers to
heavy commercial vehicles.
Modal room (10MX 5M X 3.6M)
Experimental hardware
34 Channel Data Acquisition System, PULSE, of Bruel
& Kjaer. Denmark
16 Channel Data Acquisition System, SCADA, of LMS,
Belgium

REFERENCE TECHNICAL BULLETIN SIAT 2005

Portable Laser Vibrometer of Bruel & Kjaer Denmark
Scanning Laser Vibrometer of Polytech, Germany
Exciters and Volume Velocity Source for vibro-acoustic
for modal testing
Reference Sound Source and Omni Directional Sound
Source, of Bruel & Kjaer Denmark
Rotating microphone boom
Sensors, such as microphones, accelerometers, modal
force
Workstations
SGI Octane-2
400 MHz, 512MB RAM
Graphics Card with 128 MB RAM
IRIX O.S.
HP XW4100
3 GHz, 1 GB RAM
Graphics Card with 128 MB RAM
Intel Based
Software
ANSYS VER. 8.1
LS-DYNA VER. 970, 4 CPU
IDEAS VER. 10.0NX
HYPERMESH VER. 6.0
ADAMS VER. 12.0
ABAQUS VER. 6.4.4, 6 CPU
SWIFT
FLUENT VER. 6.1, 3 CPU
VERTUAL POWER TRAIN of LMS
MADYMO
3D Laser Scanning Vibrometer Set-up
Experimental software
Rigid Body Properties Calculator
Force Response Prediction of LMS International,
Belgium
Sensitivity Analysis
Modification Prediction and Sub-structuring
Sound power / intensity
Order tracking
Source identification of Bruel & Kjaer, Denmark
Sound transmission loss
Reverberation time measurement
Modal analysis
Advanced Modal analysis
Operational Modal analysis of LMS International,
Belgium
Vibro-acoustic Modal analysis
Transfer path analysis
Panel contribution and road noise analysis
Sound quality analysis
COMET of COMET, USA
I-DEAS TEST of MTS, USA
CAE facilities
SERVER: SGI Altix3300
8 CPU of 1.3 GHz, 16 GB RAM
Itanium 2 Madison Based Processor
Linux OS