ARTICLE IN PRESS

Engineering Analysis with Boundary Elements 31 (2007) 248–258

www.elsevier.com/locate/enganabound

Modal acoustic transfer vector approach in a FEM–BEM

vibro-acoustic analysis
R. Citarellaa,, L. Federicoa, A. Cicatiellob
a
Department of Mechanical Engineering, University of Salerno, Italy
b
Elasis S.C.p.A. (FIAT group), Pomigliano D’Arco (NA), Italy
Received 5 December 2005; accepted 6 September 2006
Available online 13 November 2006

Abstract

The aim of the present work is to set up an integrated approach for an automobile vibro-acoustic analysis, useful to assess, visualise
and compare vibro-acoustic performance to pre-determined design targets, while identifying and quantifying the forces and sound
sources responsible for the current behaviour. Such design approach, based on experimental and numerical procedures, enables the
prediction of noise emissions and the correlation with the structural vibration source.
Vibro-acoustic prediction in the low- to mid-frequency range is generally performed through finite element method (FEM) or
boundary element method (BEM) but in this work a combined usage of the two methodologies is adopted: FEM is used for the structural
dynamics and BEM for the acoustic problem resolution. The BE methodology adopted is based on an indirect formulation and on a
variational solution scheme.
The adopted FEM–BEM approach takes advantage of the Modal Acoustic Transfer Vector algorithm that is particularly useful
when big problems are to be analysed. The comparison between numerical and experimental results enables an assessment of the
accuracy level.
r 2006 Elsevier Ltd. All rights reserved.

Keywords: Integrated FEM–BEM; Vibro-acoustic; BEM indirect formulation; BEM variational solution scheme; MATV

1. Introduction structural dynamic simulation and BEM for the acoustic

Nowadays, one of the most valuable criteria for vehicle
quality assessment is based on acoustic emission levels: a
car is judged comfortable also depending on the noise level
transmitted inside. Consequently, there is a general
attention to design criteria aimed at improving the
structural-acoustic behaviour, in such a way to withstand
the increasingly restrictive ergonomic standard.
The structural born noise can be studied by numerical
methodologies such as boundary element method (BEM)
and finite element method (FEM) that are effective up to
medium frequencies. The combined usage of BEM and
FEM is becoming more and more popular for vibro-
acoustic analysis, with FEM to be preferred for the
Corresponding author. Tel.: +39 089 964082; fax: +39 089 964037.
E-mail address: rcitarella@unisa.it (R. Citarella).
field assessment.
Such procedures can be applied to provide the acoustic
engineer with the information necessary to ensure that the
design satisfies performance specifications and regulations
imposed by governments and standard bodies. The
subsequent step is the redesign of those components
responsible for intolerable emissions, without the need
for an extensive and expensive prototyping effort.
While FEM [1–3] and BEM [4] can be equivalently used
for interior problems (e.g., computing the sound field in the
vehicle finite domain), BEM performs better for exterior
problems, which are characterised by the radiation of
sound into an infinite domain (when using BEM, only the
vibrating structure is to be discretized thanks to the so-
called Sommerfeld condition which is automatically
satisfied) [5]. When the analysis is aimed at solving a
combination of interior/exterior problems the best ap-
proach generally resides in a combined use of the two

0955-7997/$ - see front matter r 2006 Elsevier Ltd. All rights reserved.
doi:10.1016/j.enganabound.2006.09.004
 ARTICLE IN PRESS
R. Citarella et al. / Engineering Analysis with Boundary Elements 31 (2007) 248–258
methodologies [6–10]. In both FEM and BEM methodol-
ogies acoustic models can be developed using general-
purpose modellers through the link to CAD provided, but
with BEM the boundary mesh generation is very simple
compared with volume mesh generation and can be
completed automatically with little user interaction.
Such combined approach provides results that are useful
to plan active [3] and passive [4] design adjustments to
minimise the structural born noise that is transmitted inside
the car body, so as to avoid very costly experimental
campaigns.
Virtual troubleshooting by contribution analysis helps to
identify the root causes of the problem; whether they are
structural-born or air-born [11].
In particular, starting from experimentally obtained
levels of sound field and knowing the transfer functions
between the structural forces and the receivers, the
FEM–BEM numerical simulations determines which is
the ‘‘path’’ that mostly contributes to the problem. It will
also show whether this is due to excessive internal force or
response amplification in the structural transfer.
2. Problem description
In the present work a numerical model was created for
the simulation of the vibro-acoustic behaviour of the
FIAT car Punto (ver. 188—3 doors, 16 V, 1242 cc.) shown
in Fig. 1. In parallel an experimental measurement
campaign was performed at the ELASIS S.C.p.A. labora-
tories in order to allow the validation of the implemented
procedure by comparison of numerical and experimental
vibro-acoustic transfer functions, called Body Acoustic
Sensitivities (BASs).
The BAS is defined as the ratio between the sound
pressure level p(o) inside the car body (in a specific point i)
Fig. 1. FIAT Punto in semianechoic chamber (the engine is disconnected
from the car body).
249
and the level of the structural excitation f(o) that generated
it (applied on the point j), expressed in dB:
!
pðoÞi
BASðoÞi;j ¼ 20Log10 .
f ðoÞj
It is an intrinsic property of the system under linearity
hypothesis and expresses the attitude of the system to
transform structural excitations into noise inside the cabin.
In particular such transfer function, also called fre-
quency response function (FRF), was evaluated for each
frequency and in specific points inside the cabin, the
driver’s hearing point and the rear passenger hearing point
(Figs. 2a–b).
The structural excitation was applied in the X, Y and Z
direction (Figs. 2a and b) on the engine attachment point
B, rear (11) and forward (M) suspension attachment points
(Figs. 3a and b). Such points constitute the major path
through which energy comes into the car interior (vibration
and interior noise in vehicles are mainly caused by power
train and road input).
The maximum analysed frequency was 300 Hz, because
the structural noise of interest is predominant below such
frequency: as a matter of fact the powertrain and tyre
components of these automobiles have predominant
structural excitation levels up to this frequency. Moreover,
in the upper frequency range the dynamic behaviour is
directly affected by the high modal-density and damping
provided by the body structure, which are extremely
difficult to model explicitly.
3. Experimental activity
The experimental activity was realized at the ELASIS
laboratories and all the acquisitions were done in a
semianechoic chamber in order to simulate the car
environment that is generally reflectionless but from the
road surface.
The internal absorbing parts, even if in reality have a
non-negligible positive effect on the vibro-acoustic beha-
viour of the car, were removed from the car body (Figs. 4a
and b), leaving only the metallic surfaces (body in white):
this choice made easier the acoustic characterization of the
internal surfaces for the numerical simulation [12]. More-
over, the engine was disconnected from the car body
(Fig. 1) because not modelled in the numerical analysis.
The realized impact test is of the type ‘‘Roving Hammer’’:
the structure was excited by an instrumented hammer (with
a Brüel & Kjær type 8200 force transducer) and the
resulting sound field measured at the aforementioned
hearing points (as indicated by the FIAT procedure).
The process of acquisition and elaboration of the
excitation force signal and resulting sound signal was
realized by the software LMS CADA-X running under
Windows environment. For each X, Y and Z acquisition
direction the hammer structure excitement was repeated
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250 R. Citarella et al. / Engineering Analysis with Boundary Elements 31 (2007) 248–258

Fig. 2. (a and b) Prospect of the microphonic points.

Fig. 3. (a and b) Engine attachment (B), forward (M) and rear suspension attachment (11).

Fig. 4. (a and b) Body in white configuration.

three times in order to average on the three corresponding
results and consequently reducing the systematic errors.
The main results to be visualised and analysed by
CADA-X consist of the coherence functions (COH) that
provides the level of external measurement contamination
and of system non-linearity, and the FRF. The aforemen-
tioned excitation process was repeated until satisfactory
values (close to unity) of the COH were obtained.
As visible from Fig. 5 the experimental outcome is not
much reliable at low frequencies (lower than 50 Hz): this is
due to an intrinsic limit of the adopted semi anechoic
chamber that has an inferior threshold frequency equal to
50 Hz (under this frequency the camera sound absorbing
capacity is progressively vanishing). Consequently, in the
following the transfer functions are considered only for
frequencies higher than such threshold.
4. FEM and BEM numerical models
To create the car body FE model the Altair HYPER-
MESH software was adopted. In order to reduce the
problem dimension, some components were not discretized
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R. Citarella et al. / Engineering Analysis with Boundary Elements 31 (2007) 248–258 251

but represented as a rigid body with given inertia (mass and
moment of inertia) or not modelled at all (Table 1).
Starting from the car body structural FE model (Figs. 6a
and b) and using the code SFE AKUSMOD, a coarsened
interior cabin FE mesh was obtained (Figs. 7a and b).
1.0
Then, in order to obtain the BE cavity model it was
necessary to import such FE cavity model into HYPER-
MESH, select the ‘‘skin’’ (Figs. 8a and b) and export it
in a NASTRAN format (.bdf). Using for the BE
cavity model the NASTRAN format allowed a straightfor-
ward model manipulation within the SYSNOISE environ-
ment. The FEM and BEM mesh details are illustrated in
Table 2.

0.8 5. FEM–BEM integration

0.6
COH

5.1. Introduction
0.4
If we consider the cavity enclosed inside a car body, the
0.2 boundary structural vibrations generate pressure variations
0.0
in the fluid mass, causing the internal noise phenomena.
0 100 200 300 The dynamic response of a fluid mass inside a cavity is
Frequency (Hz) activated by the car body structural modes but at the same
time fluid resonance can influence the structure dynamic
Fig. 5. Example of COH function correspondingly to the engine behaviour, so as to require in general a fluid-structure
attachment point, excitement along Z direction and measurement point
in MIC2 (rear passenger ear).
coupled analysis (structural-borne noise such as booming is
due to the coupling between the structural vibration and
the interior sound pressure fluctuations). When the fluid is
Table 1 air and its acoustic modes are not coincident with the
Car body FE model assumptions structural modes, it is possible, in a first approximation, to
neglect such interactions.
Elements modelled with Rear lateral windows, radiator,
concentrated mass and moment of rear and anterior bumper, fender,
In this work, only a ‘‘weak coupling’’ between the fluid
inertia anterior and rear headlights and the structure was considered (the structure dynamics is
not influenced by the fluid), so as to separately calculate by
Non modelled components Rear and anterior suspensions,
exhaust group
FEM the problem dynamics while using BEM in a later
phase for the fluid acoustic assessment.

Fig. 6. (a and b) FE car body model.

Fig. 7. (a and b) FE interior cavity model (on the right the inferior view).
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252 R. Citarella et al. / Engineering Analysis with Boundary Elements 31 (2007) 248–258

Fig. 8. (a and b) BE cavity model: longitudinal section and transversal section.

Table 2 (2) Modal eigenvectors analysis with NASTRAN SOL 103

FEM and BEM mesh details (with no damping allowance) to calculate the structural
FE structure FE fluid BE fluid
eigenvectors (File_Eigenvectors.op2).
(3) Modal frequency response analysis with NASTRAN
MASS: 21 TETRA4: 6195 TRIA3: 2418 (SOL 111) to calculate the vector of modal participa-
WELD: 7256 PENTA6: 2710 QUAD4: 1625 tion factors (MPF.pch);
RIGID: 5017 HEX8: 4087
RBE3: 13
SPRING: 3127 The file Car_Model.bdf was generated using the graphic
TRIA3: 13625 interface of the software Altair HYPERMESH, starting
QUAD4: 305761 from given geometry and physical properties of the model
PENTA6: 258 under analysis.
HEX8: 9272
Steps (2) and (3) present a certain level of redundancy
Total elements: 344350 Total elements: 12992 Total elements: 4042 (the structural modes are calculated twice) but this was
Total nodes: 348114 Total nodes: 8043 Total nodes: 2836 dictated by the need of the MATV procedure to have
explicitly available the structural eigenvectors (not pro-
vided in the adopted NASTRAN version by a SOL 111).
Car_Model. bdf File_Eigenvectors.op2 (SOL103) In conclusion, the structural response was calculated
File_MPF.pch (SOL111)
through modal superposition using an imported modal
basis and corresponding modal responses from the FEA
NASTRAN
package NASTRAN.
SYSNOISE SPL
The structure mode shapes are very complicated (many
local modes are present) and numerous (about 1000 modes
in the range of interest), with a modal density much larger
BEM-model_Cavity. bdf
Microphones than the acoustic modal density (this is the reason for they
are not reported). In order to validate the dynamic
Fig. 9. Scheme of the sequential steps for the model generation and analysis, the numerical vibration results were compared
resolution. with experimental measurements, getting a satisfactory
agreement.
5.2. The dynamic analysis by FEM NASTRAN was also used to calculate the acoustic
modes related to a cavity with rigid walls (Fig. 10).
The FEM analysis of the vibrating car body starts with
the dynamic assessment of the component behaviour by a 5.3. The acoustic analysis by BEM
modal approach.
Due to the high dimensions of the structural model 5.3.1. Introduction
(about 350,000 nodes), the modal approach for the The calculated car body normal velocities are imposed as
dynamic resolution was adopted, using the structural boundary conditions for a BEM analysis of the transmitted
modes to decouple the system of equations and getting a noise field.
strong reduction in computational time and memory To solve the acoustic problem, the Indirect BEM
requirements if compared to the direct approach. formulation implemented in SYSNOISE was adopted with
The ver. 2001 of MSC NASTRAN was used through the a Variational solution scheme [13,14].
following steps (Fig. 9): For a given velocity field on the BEM surface, an
acoustic BEM indirect frequency response analysis calcu-
(1) Generation of the NASTRAN model for the structural lates pressure and normal velocity values at all the
parts (Car_Model.bdf). boundary nodes and field points.
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R. Citarella et al. / Engineering Analysis with Boundary Elements 31 (2007) 248–258 253

Fig. 10. Acoustic modes by FEM cavity analysis.

The fluid (air) is supposed to be conservative so that its ATVs can be interpreted as an ensemble of Acoustic
physical properties are real and consequently the solution Transfer Functions from the surface nodes to a single field
is real. For the acoustic analysis, the modelled fluid point and they only depend on the configuration of the
properties are the following: acoustic domain, i.e. geometry and properties (speed of
sound and density), on the acoustic surface treatment, on
density: 1.22 kg/m3; the frequency, and on the field point; they do not depend
sound speed: 344 m/s; on the loading condition and structural response.
reference pressure: 2E-0.5 N/m2. In the classical approach, the acoustic response is
calculated by solving the system of equations for each
loading conditions, preferably in a multi-load case solution
5.3.2. Acoustic transfer vectors sequence. In general, this is time consuming, since the BEM
The acoustic analysis
 is based
 on the concept of acoustic system of equations needs to be assembled and solved at
transfer vector ATV ðoÞ : this provides input–output
  each frequency and load case.
relations between the node normal velocities vn ðoÞ of The idea in the ATV approach is quite different: first the
the radiating surface and the sound pressure level pðoÞ at a acoustic transfer function is evaluated from the radiating
specific field point (Eq. 7) surface to the specific field point for the range of involved
   frequencies, without taking into account the actual loading
pðoÞ ¼ ATV ðoÞ vn ðoÞ , (7)
condition; in a second step, the acoustic response is
where o is the angular frequency. If, like in this case, more calculated for all loading conditions by combining the
than one microphone/field point is present, then for each of ATV with the normal structural velocity boundary condi-
them an ATV is calculated so as to obtain (Eq. 8) tion vector. This ‘‘forward’’ ATV-response calculation is a
    vector–vector product and involves negligible computation
pðoÞ ¼ ½ATMðoÞ vn ðoÞ , (8)
time. An important advantage is that this frequency
where ½ATMðoÞ is the matrix of ATVs. The generic dependent ATVs can be used for contribution analysis at
element of such matrix ðATMðoÞi;j Þ represents the con- any excitation frequency.
tribution at the angular frequency o, of the jth element The normal velocity boundary conditions are generated
(belonging to the acoustic mesh) vibration to the pressure from the structural displacements calculated in the FE
in the ith field point. package NASTRAN, through the SYSNOISE Generate
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254 R. Citarella et al. / Engineering Analysis with Boundary Elements 31 (2007) 248–258

Procedure, which supports incompatible meshes. In this ing in modal coordinates results in an important data
way, the displacements calculated on the structural model reduction. However, MATVs are no longer independent
are automatically interpolated and transferred to the from the structural model as they are linked to the
acoustic model where an ATV response is evaluated.
  structural modal basis. Whenever the structural modal
More in detail, the structural velocities vðoÞ are basis changes, e.g. due to structural modifications, the set
transferred from the FE nodes to the BE nodes by of MATVs need to be re-evaluated.
interpolation algorithms and projected along the normal In more detail,
 rather than importing the structural
to the fluid boundary. Indicating as [T] the overall transfer velocities vðoÞ , the modal  eigenvectors
 [f] and the
matrix providing the interpolation
  and projection, the related modal coordinates xðoÞ of the structural model
relation between vðoÞ e vn ðoÞ is given by: are imported. This is possible considering that:
          
vn ðoÞ ¼ ½T  vðoÞ . (9) vn ðoÞ ¼ jo½T ½f xðoÞ ¼ jo fn xðoÞ , (10)
 
The aforementioned procedure is graphically described in in which fn ¼ ½T ½f represents the modal matrix of the
Fig. 11 where a comparison between the classical BEM structural model, transferred to the BE
 acoustic
 model (as
approach and ATV approach is highlighted. The main previously described for the vector vðoÞ ) and projected
difference is that with the classical approach there is in
 thenormal direction. Substituting Eq. (10) in Eq. (8),
dependence from the structural response whilst with the pðoÞ can be alternatively expressed as
ATV approach the dependence is on the field points. In our    
pðoÞ ¼ ½MATMðoÞ xðoÞ , (11)
case this is an advantage because the microphone positions
are in general fixed by the normative whilst the structural where
response is varying with the different excitations and  
½MATMðoÞ ¼ jo½ATMðoÞ fn . (12)
influenced by structural optimisations (even those not
affecting the cavity shape). The matrix ½MATMðoÞ represents the contribution, at the
Another efficient use of the ATV concept can be seen in angular frequency o, of the structural modes to the sound
a structural design evaluation and optimisation loop for pressure in the microphonic points and its calculation
structural design parameters. As the ATVs are completely proceeds through the following steps:
independent from these design parameters, the acoustic
response can be easily evaluated at each design cycle at  Calculation of the acoustic transfer matrix;
virtually no cost.  Calculation by NASTRAN (SOL 103) of the structural
model eigenvectors;
5.3.3. Modal acoustic transfer vectors (MATVs)  Transfer of such eigenvectors to the acoustic model.
In alternative to the ATVs approach also another, more
efficient, acoustic response calculation has been put in In addition, to proceed with the calculus of the sound
place, the so-called MATV-response. The modal acoustic pressure vector it is needed:
transfer vectors (MATVs) are the modal counter part of
the ATVs: they express the acoustic transfer function in  to calculate by NASTRAN (SOL 111) the vector of
modal coordinates from a radiating structure to a field modal coordinates;
point, and, therefore, list the acoustic contribution from  to apply on it the modal acoustic transfer matrix.
each individual structural mode. The acoustic response in
the field point is obtained by recombination of the MATV
In Fig. 12 a comparison between ATV and MATV
with the corresponding structural modal responses. Work-
technique is shown.

5.3.4. The data flow

Conventional BEM ATV Technique Having chosen the SYSNOISE MATV procedure, four
sequential analysis are needed:
BE Geometry BE Geometry

Velocity B.C. Microphones (a) Generation of the file cavity_model.bdf by the software
BE Solution ATV Computation
AKUSMOD, through the ‘‘skinning’’ of the cavity
Can be stored
FEM model;
BE Potentials ATVs (b) ATV computation by SYSNOISE;
Can be changed (c) Acquisition of the NASTRAN output, eigenvectors
Microphones Velocity B.C.
and modal coordinates, and conversion of the acoustic
Postprocessing ATV Solution
transfer matrix;
Pressure Pressure (d) MATV solve, to obtain the pressure levels by multi-
plying the modal acoustic transfer matrix and the
Fig. 11. Comparison between classical approach and ATV technique. vector of modal coordinates.
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R. Citarella et al. / Engineering Analysis with Boundary Elements 31 (2007) 248–258 255

Table 3
ATV Technique MATV Technique Data transfer evaluation
 
BE Geometry BE Geometry ATV technique vn ðoÞ / FEnodes  Frequency Range  Subcases
8.75E8 3.5E5 2.5E2 1.0E1
Microphones Microphones
MATV technique 3.5E8 3.5E5 1.0E3
ATV Computation ATV Computation ½fðoÞ / FEnodes  Modes
2.5E6 1.0E3 2.5E2 1.0E1
 
ATVs ATVs MPFðoÞ / Modes  Frequency Range  Subcases

Modal Base

Velocity B.C. MATVs

Table 4
M.P.F. FEM cavity mesh details.

ATV Solution MATV Solution TETRA4: 6195

CTETRA: 6195
Pressure Pressure
PENTA6: 2710
CPENTA: 2710
Fig. 12. Comparison between ATV and MATV technique. HEX8: 4087
CHEXA: 4087

5.4. Dimensions of the involved files Total elements: 12992

It is worthwhile to point out that for the acoustic
analysis, the BEM mesh has to be sufficiently refined,
depending on the highest frequency of interest (at least
three quadratic elements or six linear elements per
wavelength). If necessary, such mesh could be optimised
by splitting the whole frequency range in steps and
providing a variable refinement depending on the fre-
quency band considered.
As previously mentioned, with the MATV technique the
structural mode matrix is multiplied for the modal
coordinates under SYSNOISE environment rather than
under NASTRAN environment (as it was necessary for the
ATV technique): in particular the following files are
imported in SYSNOISE:
 
1. file with the modal coordinates xðoÞ as obtained from
a NASTRAN SOL 111;
2. file with the structural modes [f] as obtained by a
NASTRAN SOL 103.
The relations in Table 3 point out the differences in
terms of data transfer needs between the ATV and MATV
technique, having indicated with FEnodes the number of
nodes in the structural model, with FrequencyRange the
range of analysed frequencies (in the acoustic problem),
with Subcases the number of load case and with Modes the
number of structural modes that are included in the modal
analysis.
For the problem analysed: FEnodes ¼ 348114E3.5E5,
FrequencyRange ¼ 250 ¼ 2.5E2, Subcases ¼ 9E1.0E1
and, having established a structural modal basis of
400 Hz (it should be approximately double than the
acoustic range), it comes out (from a SOL 103 analysis
on the structural model), that Modes ¼ 1084E1.0E3.
From Table 3 it comes out that the MATV technique
involves less data transfer from NASTRAN to SYSNOISE
Total nodes: 8043
than the ATV technique, so it is to be preferred when such
huge problems are to be analysed.
6. FEM–FEM approach
A traditional FEM–FEM approach, in which FEM is
used for both fluid acoustic and structural dynamics
analysis, was also implemented in order to compare it
with the FEM–BEM approach in terms of computational
times, accuracy and pre-post processing efficiency.
The codes used were NASTRAN for the solution of the
structural-acoustic problem and AKUSMODE for the
generation of the FEM cavity model whose mesh details
are illustrated in Table 4.
The FEM–FEM analysis was realized through the
following steps:
1. Preparation of the solution NASTRAN file (.dat),
containing the instructions for a SOL 111;
2. NASTRAN models (.bdf) generation, for both the
structural and fluid parts of the vehicle to be analysed;
3. Generation of the file with the applied load cases (.bdf)
7. Results
7.1. The numerical–experimental correlation
A database containing the numerical and experimental
results related to each excitation point (rear and forward
suspension attachment, engine attachment) and direction
(X, Y, Z direction), was created.
The noise is in particular measured in two points
(Figs. 2a and b) corresponding to the driver ear (MIC 2)
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Experimental
FEM-FEM
FEM-BEM

B.A.S. [dB] Engine Attachment - MIC 2 Fwd Suspension Attachment - MIC 2

B.A.S. [dB]
50 100 150 200 250 300 50 100 150 200 250 300
Frequency [Hz] Frequency [Hz]

Rear Suspension Attachment - MIC 2 Engine Attachment - MIC 8

B.A.S. [dB]
B.A.S. [dB]

50 100 150 200 250 300 50 100 150 200 250 300
Frequency [Hz] Frequency [Hz]

Fwd Suspension Attachment - MIC 8 Rear Suspension Attachment - MIC 8

B.A.S. [dB]

B.A.S. [dB]

50 100 150 200 250 300 50 100 150 200 250 300
Frequency [Hz] Frequency [Hz]

Fig. 13. Body acoustic sensitivities (the ordinate grid step is 10 dB).

and rear passenger ear (MIC 8). Consequently a number of FRSFo1 - the numerical curve is on average at a
3  3  2  2 ¼ 36 sound pressure graphs are available: higher level than the experimental one;
such pressure values divided by the magnitude of the FRSF41 - the numerical curve is on average at a
excitation provide the vibro-acoustic transfer functions lower level than the experimental one.
named BASs. Acceptable values of such index are included in the range
In order to assess the correlation between numerical and 0.95–1.05.
experimental results, the literature recommends the adop- The FRAC is defined as the ratio:
tion of the following indexes: the Frequency Response Scale
Factor (FRSF) and the Frequency Response Assurance FRACðj; kÞ
Criterion (FRAC).  T  2
The FRSF is defined as the ratio: num H jk ðf Þ exp H jk ðf Þ
 ¼  T   T   .
T  
num H jk ðf Þ num H jk ðf Þ exp H jk ðf Þ exp H jk ðf Þ
exp H jk ðf Þ num H jk ðf Þ
FRSF ðj; kÞ ¼  T   ,
num H jk ðf Þ num H jk ðf Þ The values of such index are included in the interval (0C1)
    and highlight the correlation level between experimental
where the terms exp H jk ðf Þ and num H jk ðf Þ , respectively and numerical results.
represent the experimental and numerical transfer func- FRAC ¼ 1 shows a perfect correlation and values higher
tions at the frequency f, in correspondence to the jth than 0.95 are considered satisfactory.
hearing point, for an excitation on the kth point. The In Fig. 13 some values of experimental and numerical
FRSF index point out how much the experimental results (both FEM–FEM and FEM–BEM) BASs are shown, in
overestimate or underestimate the numerical ones and in particular with reference to the microphonic points MIC 2
particular: and MIC 8, for an harmonic excitation of constant
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R. Citarella et al. / Engineering Analysis with Boundary Elements 31 (2007) 248–258 257

FRSF MIC 2 FRAC MIC 8

1.15 1.00
1.10
0.95
1.05
1.00 0.90
0.95
0.90 0.85
0.85 0.80
0.80
0.75 0.75
0.70 0.70
Engine Fwd Rear Engine Fwd Rear
Attachment Suspension Suspension Attachment Suspension Suspension
Attachment Attachment Attachment Attachment

FRAC MIC 2 FRSF MIC 8

1.05 1.25
1.20
1.00 1.15
0.95 1.10
1.05
0.90 1.00
0.95
0.85 0.90
0.80 0.85
0.80
0.75 0.75
0.70
0.70
Engine Fwd Rear
Engine Fwd Rear Attachment Suspension Suspension
Attachment Suspension Suspension Attachment Attachment
Attachment Attachment
FEM-FEM FEM-BEM
FEM-FEM FEM-BEM
Fig. 15. Histograms highlighting the differences between FEM-FEM and
Fig. 14. Histograms highlighting the differences between FEM-FEM and FEM-BEM results in MIC 8, for FRSF and FRAC.
FEM-BEM results in MIC 2, for FRSF and FRAC.

amplitude in X direction. As previously said, for the
FEM–BEM approach the MATV technique was adopted.
Each graph analyses a different excitation point and
shows the dB values of the BASs versus frequencies (the
absolute BASs values are omitted for confidentiality
reasons but each interval on the grid corresponds to 10 dB).
In Figs. 14 and 15 the numerical values of the index
FRSF and FRAC are shown (these are calculated
considering the BASs values expressed in dB).
It is clear from the above that both approaches
(FEM–FEM and FEM–BEM) provide satisfactory values
of the index FRAC (the threshold value of 0.95 is always
overcome), whilst for that concern the index FRSF, 13 of
the 36 combinations considered provide values outside the
optimal range 0.95C1.05.
More specifically, the FEM–FEM approach provides
higher values for the FRSF index than the FEM–BEM
approach and in general the FEM–BEM results are judged
closer to the experimental results than the FEM–FEM
results.
8. The impact on computational times and memory usage
RAM usage, I/O data transfer, and disc space occupation;
in particular the differences between the two approaches
FEM–FEM and FEM–BEM are analysed. All the FEM
calculus were carried out with an MSC NASTRAN version
dating back to 2001, with web access on e-HPC server.
The peculiarities of the reference Host (Dirac) are: model
SGIR 12400, operative system IRIX 6.5, frequency
400 MHz, number of processors 28, physical memory
22528 Mb, swap file 32000 Mb.
All the BEM analysis were instead carried on with the
release 5.6 of LMS SYSNOISE on a SUN workstation
whose characteristics were: SUN Ultra 60 model, operative
system SOLARIS 5.7, frequency 384 MHz, RAM 640 Mb,
Disc 10,000 Mb.
In Table 5 a synthesis of computational times, I/O data
transfer and memory usage is shown with reference to the
simulations:
 NASTRAN (SOL 111) for the FEM–FEM analysis;
 NASTRAN (SOL 103+SOL 111) and SYSNOISE
(MATV analysis) with reference to FEM–BEM analy-
sis.

The aim of this paragraph is to highlight how demanding From Table 5 it is possible to conclude that the
are the aforementioned FEM and BEM analysis in terms of FEM–BEM approach is more demanding with respect to
 ARTICLE IN PRESS
258 R. Citarella et al. / Engineering Analysis with Boundary Elements 31 (2007) 248–258

Table 5 and those offered by the new integrated FEM–BEM

Computational times, I/O data transfer and memory usage approach, like:
FEM–FEM FEM–BEM
 an high flexibility due to the ATV and MATV approach;
NASTRAN NASTRAN SYSNOISE  a potentially higher possibility of improving the
(SOL 111) (SOL 103+111)
numerical-experimental correlation (BEM is potentially
RAM (Mb) 1000 1000+1000 640 more accurate than FEM);
Real time (h) 94 130 25
CPU time (h) 32 56 23
it is possible to consider the FEM–BEM approach based
I/O (Tb) 4.8 9.0
on the ATV/MATV procedure a valid alternative to the
traditional FEM–FEM or FEM–BEM approach.

the FEM–FEM in terms of power computing and in

details:
 the I/O data transfer is almost double;
 the real time is incremented of 64%;
 the CPU time and RAM memory usage is more than
double.
Such differences, even if relevant, can be substantially
reduced in perspective because of:
 the possibility to use SYSNOISE on a server rather than
on a work station (using more that one processor and
enabling the parallel calculus);
 the possibility offered by the version 2004 of MSC
NASTRAN to realise only one simulation for the two
analysis SOL 103 and SOL 111 and consequently having
to perform the modal analysis only once rather than
twice.
9. Conclusions
The comparison between the experimental and numer-
ical BASs by means of FRSF and FRAC indexes has
provided an encouraging but still not definitive assessment
for the FEM–BEM procedure implemented (e.g., further
improvements in accuracy can be obtained by a coupled
fluid-structure analysis).
Due to the complexity of the analysed system and its
dimensions (350,000 nodes for the structural model) the
FEM–BEM numerical simulation was quite time consuming.
On the other hand, considering the numerous advan-
tages that the BE technology can offer in the acoustic field
like:
 a reduced discretisation effort;
 the possibility to easily evaluate the external problems in
infinite domains;
 the possibility to easily characterise the surface acoustic
behaviour by means of appropriate impedance values as
boundary conditions;
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