Powertrain Noise & Vibration

N V KARANTH Deputy Director, Head NVH Laboratory The Automotive Research Association of India, Pune

Necessity of NVH Awareness !"ND I A PR!PA#ATIN# T$P% !& %N%R#$'

N!I % I A "N(ANT%D !"ND' NOISE VIBRATION - AUDIBLE - TA TILE

HARSHNESS - TA TILE AND AUDIBLE )*+H, - .//H,0

Necessity for A!to"oti#e NVH

Noise Po22ution 3 45VR, 4P46 7 N4NP4 4ustomer A8areness !f Vehic2e Noise and Ride 4omfort 5ar9etabi2ity Trend To8ards Hi:her Po8er and ma22er i,e Po8er trains' ound ;ua2ity

Desi:n !ptimi,ation 4onsistency In Production

PASS BY NOISE

RIDE COMFORT

SPL OEL

EXTERIOR NOISE

INTERIOR NOISE

SOUND QUALITY

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Noise ontrib!tions fro" Vario!s Syste"s

Miscellaneous 3% Other Structural Components 10% Engine 21%

Drive Line 14% Exhaust System 32%

Intake System 14%

Sensiti#ity to Noise $ A"%&it!'e an' (re)!ency

Noise Meter

Noise Sources-Levels

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NVH &assification

6y Noise Type Road (ind Drive2ine ?uea9 and Ratt2e

6y Vehic2e ystems 6ody 4hassis Drive2ine Vehic2e components 42imate contro2 system (ipers eat motors 8itches

NVH So!rces an' t*eir inter-re&ation

Power-train
Engine Transmission

Ride Comfort

Sound Quality

Intake system Cooling system

Others

Harshness

Exhaust system Brake System Road and Tyre Wind

A

Mount

Vibration
Suspension Air

Noise

So!n' +!a&ity

ound ?ua2ity ) ;0 is the perceptua2 reaction to the sound of a product that ref2ects the 2istenerBs reaction to the acceptabi2ity of that sound for that productC the more acceptab2e, the :reater the ;

6oth obDective 7 subDective assessments need to be made

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Pass-by Noise of A!to"oti#e Ve*ic&es

4ommunity Noise Po22ution')I -./1@EI !-.=10 5aFimum ound Pressure 2eve2 in Gd6)A0 measured at a distance of >'+m from the vehic2e durin: vehic2e acce2erated to fu22 thrott2e

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Pass-by Noise of A!to"oti#e Ve*ic&es

Centre line of travel

R= 50 m

10 m

10 m

10 m

10 m

10 m

10 m

Minimum area covered with test road surface (Test Area) Microphone (Height 1.2 m) Note: There shall be no large acoustically reflective objects with in the radius
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Pass-by Noise of A!to"oti#e Ve*ic&es

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E,ISTIN- PASS - B. NOISE LI/ITS (OR AUTO/OBILES

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Interior Noise So!rces

Intake System
Surface Noise Radiation Orifice Noise System Vibrations

Exhaust System
Surface Noise Radiation Tailpipe Noise System Vibrations

Wind Noise

Transfer Behaviour Vehicle Interior Noise

Wheel Suspension

Drive Train

of Noise and Vibration

Tyre

Power Train
Engine and Gearbox Surface Global Power Train Mode Local Mode (P/T Mode, P/T Mount Brackets Accessories)

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Interior Noise of Ve*ic&e

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Power Train $En0ine Noise

Ty%es of En0ine Noise Airborne Noise H %Fhaust and Inta9e tructureborne Noise H Vibratin: surfaces of en:ine structure and connected covers

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Power Train $En0ine Noise

/ain E1citation (orces an' Str!ct!re borne En0ine Noise 2 4ombustion NoiseH "nidirectiona2 :as 7 Inertia forces cause combustion noise' 5echanica2 Noise H Reversib2e forces reated due to cran9 mechanism induce mechanica2 noise'
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Inta3e Noise

Noise #enerated due to H !penin: and c2osin: of the va2ves' In2et air co2umn osci22ation by sharp pressure pu2se from cy2inder'

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E1*a!st Noise %Fhaust va2ve opens and re2eases :as at hi:h pressure into the eFhaust system' The principa2 component of noise - &undamenta2 and harmonics of firin: fre?uency' Exhaust system design is a compromise between noise reduction and engine power loss due to increase in back pressure.

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&!tc* Noise 42utch Iudder is basica22y torsiona2 vibration in the drive 2ine durin: startin: of en:a:ement' This resu2ts in rou:h starts and affects the ride comfort' The maDor causes are H &riction characteristics of the c2utch i' e' re2ationship bet8een s2ip speed and the friction coefficient Torsiona2 vibrations due to variation in aFia2 2oad resu2tin: from misa2i:nment of the drive2ine The c2utch peda2 vibrations can cause interior noise prob2ems
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Trans"ission Noise

Drive2ine noise and vibration sources resu2ts from transmission of po8er from the en:ine to 8hee2s'
Trans"ission 0ear noise2 6endin: dynamics of the individua2 :ear tooth' 6oth bendin: and torsiona2 dynamics of :ear shafts' Type and precision of :ears used' &undamenta2 and second harmonics of the :ear mesh fre?uency most si:nificant components of :ear noise'

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Trans"ission Noise Dri#es*aft an' Pro%e&&er s*aft 2 %Fcitation at rotationa2)fundamenta20 speed' "niversa2 Doint can provide eFcitation at second order due to hi:h an:2es of coup2in:' Rear 8hee2 drive vehic2es emp2oy a constant ve2ocity Doint in the center Doint of t8o piece prope22er shaft - provides aFia2 comp2iance in the drive2ine 8hich decoup2es vibration from rear aF2e'
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Dri#e&ine-A1&e Noise -ear w*ine 0enerate' by 0ear "es* of t*e 'ifferentia&4

Vibration eFcited by tooth meshin: action of the aF2e :ear set' Noise is narro8 band and annoyin: even at 2o8 2eve2s in the passen:er compartment of the vehic2e' Noise due to resonance mode of the aF2e may be reduced by a2terin: aF2e mass and stiffness so that resonance 2ie outside the norma2 operatin: ran:e'

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Be&t Noise J Impact :enerated by co22ision of tooth of be2ts a:ainst bottom2and of sproc9et at the be:innin: of meshin: J Transverse and torsiona2 vibration of the be2t J Airf2o8 bet8een be2t and pu22ey at meshin: J &riction bet8een be2t and pu22ey and s2ip of the be2t J Vibration of the pu22ey

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*ain Noise J Impact of chain 8ith sproc9et and po2y:ona2 effect J Ro22er impacts of chain at hi:her speed J Torsiona2 vibration of camshaft causes si:nificant tension f2uctuation in chains and ma:nifies chain transverse vibrations J 4hain natura2 fre?uencies J 4over fre?uencies
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 Tyre noise is :enerated by, Ro22in: contact of the tyre )a resonant system0 8ith surface of random rou:hness )the road0' Trea' #ibration - Radia2 vibration of tread - primary contributor noise' Trea' s)!ir" - Loca2i,ed 2atera2 vibration of tread - hi:h fre?uency part of noise spectrum'

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So!rce5Pat*5Recei#er Source

Path Sensitivity

= Response

Source - causes disturbance Path - may isolate or amplify disturbance Receiver - responds to disturbance NVH strategy

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NVH Too&s an' /et*o's

ource identification ound Intensity ound Acoustic Ho2o:raphy 5oda2 ana2ysis %Fperimenta2 5oda2 Testin: !peratin: Def2ection hapes !perationa2 5oda2 Ana2ysis !peratin: 5easurements !rder trac9in: Noise Path Ana2ysis 4A% ound ;ua2ity ound synthesis Iury %va2uation

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So!n' So!rce I'entification

ound Intensity !btain vector ?uantity of sound at various pointsE:rid 2ocations around the test artic2e usin: a 1-microphone probe

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Acoustica2 Ho2o:raphy and 6eam &ormin: Ho2o:raphy is Gmeasurements of a wave field are made on a two dimensional surface and is used to calculate wave field in three dimensional spaceK to obtain a visua2 representation of the sound radiated from a test artic2e usin: a microphone array'

Vehicle Exterior
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Vehicle Interior

Engine Noise

Noise ontrib!tion of Vario!s o"%onents of En0ine

E1*a!st syste"-678

Inta3e syste"978

En0ine B&oc3678

Ot*ers-678

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/o'a& Ana&ysis
E,PERI/ENTATION (E ANAL.SIS

E/A /ODE 2 6:; H<

(EA /ODE2 6:7 H<

E/A /ODE 2 =>9H<

(EA /ODE2 =?= H<

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ODS $ O%eratin0 Def&ection S*a%es

!peratin: Def2ection hapes 3 5easure motion transmissibi2ity functions re2ative to one fiFed 2ocation, ) acci E accD 0 at a 2ot of points, 2i9e 8ith 5oda2 Ana2ysis It 2oo9s 2i9e a duc9, but ITB N!T A D"4K )mathematica22y, these are forced response shapes, not mode shapes - itBs N!T moda2 ana2ysis0 4an be time-domain or fre?uency domain Laser Vibrometer

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Vibro-aco!stic Pre'iction Tec*ni)!e

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/!&ti-bo'y 'yna"ics

4omponents mode2ed as ri:id, 2umped mass part 4onnections throu:h sprin:s and dampers "nderstand traDectory and time-response of system As in suspension systems, steerin: systems, ri:id-body vibration modes of po8ertrain )bounce, pitch, ro220 Lo8 fre?uency )be2o8 *// HL0 ADA5 is popu2ar 4A% soft8are for this type of mode2in: "sed as support for 6oundary 4ondition for &%5

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Noise Pre'iction by (E/ Tec*ni)!e

&% 5oda2 Ana2ysis Dynamic Response Ana2ysis 4oup2ed Ana2ysis

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BE/ Tec*ni)!e

It is one of Numerica2 techni?ues used to so2ve the acoustic prob2ems 2i9e &inite %2ement 5ethod)&%50' J In 6%5 on2y the boundary of the domain is dicsreti,ed' &or comp2eF #eometries the 6%5 mode2in: 2eads to si:nificant savin:s of manpo8er and computationa2 time'

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Ot*er

AE Tec*ni)!es

tatistica2 %ner:y Ana2ysis

Hi:her &re?uency computationa2 NVH techni?ue, usua22y used at fre?uencies hi:her than .// H, in automotive app2ications App2ied to f2uid-f2o8 and air-f2o8 )e':' 8ind noise0

4omputationa2 &2uid Dynamics

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orre&ation Between (E Tec*ni)!e an' E1%eri"enta& Testin0

Initia& (R(s
Test /o'e&

/o'e&

Test

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orre&ation Between (E Tec*ni)!e an' E1%eri"enta& Testin0

VIBRATION VELOCITIES WITH COMBUSTION FORCES

2.17E+02 1.97E+02

/EASURED VIBRATION VELO ITIES

V-Loc 1 V-Loc 3 V-Loc 2 V-Loc 7

LOC 01 LOC 03

LOC 2 LOC 07

Vibration Ve2ocity

1.77E+02 1.57E+02 1.37E+02 1.17E+02 9.70E+01

Vibration Velocity _
200 250 315 400

630

800

1000

1250

1600

2000

2500

3150

500 630 800 1000 1250 1600 2000 2500 3150 4000

4entre 6and &re?uency in M H, M

Centre Band Frequency (Hz)

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Aco!stica& Treat"ent

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Ri'e o"fort Ride - Tactile And Visual Vibrations, 0 - 25 Hz

Vibrations - Noise Aural (25 Hz - 20 kHz)

Ride Perception

EXCITATION SOURCES Road roughness Tire/Wheel Driveline Engine

VEHICLE DYNAMIC RESPONSE

VIBRATIONS

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Ve*ic&e Ri'e o"fort

Ride comfort in a vehic2e is a subDective perception norma22y associated 8ith 2eve2 of comfort eFperienced durin: trave22in: in a vehic2e' Perceived ride is cumu2ative effect of many factors' In the vibration spectrum, Ride - / -1+ H, Noise - 1+H, - 1/KH,'

Ride is a tacti2e and visua2 vibrations'

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Ve*ic&e Ri'e o"fort

Vertica2 fre?uencies 8hich fee2s most uncomfortab2e fa22s in the ran:e of 1/H, - 1//H,' &ati:ue occurs most rapid2y 8hen subDected to vibrations in the ran:e of <H, to @H, or in the 2o8 band be2o8 /'>+ H, 8here di,,iness and motion sic9ness can resu2ts Latera2 or foreEaft fre?uencies in the same ran:e are a2so uncomfortab2e because it disturb ba2ance of inner ear' I !H1=.* for eFposure 2imits of 8ho2e body vibrations and I !H+.<A for eFposure to hand arm vibrations'

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Noise Iss!es '!rin0 Ve*ic&e O%eration an' /aintenance

%n:ine 5ountin: of en:ine and top cover 5ismatch of mass bet8een piston and connectin: rods 4ran9 shaft ba2ancin: Torsiona2 vibration %Fhaust Loose mountin: 6rac9ets Lea9a:es 4orrosion 6aff2es in muff2ers hie2din: materia2

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Noise iss!es '!rin0 Ve*ic&e o%eration an' "aintenance

Trans"ission /o!ntin0 of 'ifferentia& an' s*oc3 absorbers !tc* @!''er Pro%e&&er s*aftA .o3e a&i0n"entA /isa&i0n"ent of r!bbers an' S%&it s*aft syste"s Bo'y Vibrations of Bire *arness t*at are ro!te' t*ro!0* brac3ets we&'e' to bo'y Steerin0 P!"%A be&ts an' rac3 "ec*anis"s Door Swe&&in0 of r!bber sea&s or s&i%%in0 action of r!bber sea&s for win'ows /o#in0 0&ass win'ows act!ators are not 'esi0ne' for re)!ire' tor)!e

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Ve*ic&e teerin: Imba2ance of the 8hee2 8i22 induce vibration in steerin: 8hee2 Looseness in trac9 and tie rods 6a22 Doint 8earin: off Knuc92e bearin:s 8earin: off

(hee2 Loose 8hee2 caps (ashers for fitments Nut conica2 and f2at )conica2-inside, f2at-outside0
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Ve*ic&e Pane2s 6onnets, 2atch Ioint 8hich are not 8e2ded homo:eneous2y After accident some of the pane2s are not Doined proper2y Dashboard Air-conditionin: unit eat 2idin: rai2s

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Ve*ic&e
Trun9 H uspensionH (ipe mechanism H Latches and hin:es, Tension bar inside Rubber mounts, functionin: 5otors, (iper pads 4hains noise are overcome by usin: be2t Va2ve mechanisms Tyre Pump noise 6attery &an noise Pipes

Timin: drives H Accessories

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EN-INE NOISE- AN OVERVIEB

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De"an' & Necessary

To'ayCs De"an' *' Li:hter %n:ines 8ith hi:h compressions, faster combustion 7 sma22er fue2 consumption' 1' Lo8 noise en:ines4 B*y it is Necessary *' trin:ent Noise Le:is2ation 1' 4omfort
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Brea3 'own of %ass by noise in a ty%ica& #e*ic&e

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B*y Re'!ce En0ine NoiseD

5ore than +/N of sound po8er is radiated from en:ine ' %n:ine 2oad carryin: 4omponents and Non-Load carryin: covers are responsib2e for noise radiation'

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Noise Ba&ance of en0ine

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Noise -eneration Process in Diese& en0ines

Research by LUCAS CAV

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Ty%es of En0ine Noise

J J

Airborne Noise H %Fhaust and Inta9e tructure borne Noise H Vibratin: surfaces of en:ine structure and connected covers

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 Para"eters To Be /eas!re'J ound Pressure Leve2 at *mtr distance J ound Po8er Leve2 J ound ;ua2ity ritica& O%eratin0 Para"eters2 J Rated and 5aFimum Tor?ue J 5aFimum Rpm' J Acce2eratin: conditions
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EN-INE NOISE /E HANIS/ /EASURE/ENT

ound Po8er 5easurement H I ! .></ and I ! A=*< series of standards ound Pressure 5easurementH &re?uency ana2ysis by narro8 band and octave ana2ysis

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E)!i#a&ent En0ine Syste"

=/

/ain e1citation forces

J -as forces J Inertia (orces J /ec*anica& I"%acts

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En0ine E1citation (orces J 4y2inder pressure H 4ombustion Noise is direct2y proportiona2 to the rate of chan:e of cy2inder pressure J Piston 2ap &orces H Piston s2ap is induced due to the c2earance bet8een the piston and 2iner and piston side force J 5ain Dourna2 bearin: eFcitation H #as and inertia forces transmitted throu:h the cran9 mechanism produce eFcitation at the main bearin: Dourna2

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/ain E1citation (orces an' Str!ct!re borne En0ine Noise

4ombustion NoiseH "nidirectiona2 :as 7 Inertia forces cause combustion noise' 5echanica2 Noise H Reversib2e forces created due to cran9 mechanism induce mechanica2 noise'

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/ain Para"eters to be contro&&e'

J %Fcitation &orces J Dynamic 4haracteristics of structure J Noise Radiatin: characteristics of structure

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Noise Ra'iation /ec*anis"

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.LINDER PRESSURE AND NOISE SPE TRA O( A T.PI AL DIESEL EN-INE

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NOISE SOUR E IDENTI(I ATION TE HNI+UES

#reatest Noise Reduction is achieved by identifyin: the 5aDor Noise ource and its 4ontro2'
Partia2 %nc2osure Techni?ue' Acoustic Intensity Techni?ue !rder Trac9in: Ana2ysis Near &ie2d Acoustic Ho2o:raphy

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SOUR E IDENTI(I ATION 2 PARTIAL EN LOUSRE TE HNI+UE Traditiona2 imp2e Techni?ue' No pecia2i,ed 5easurement %?uipment or &ie2d Is Re?uired' Time 4onsumin: ound Insu2ation Treatment is must and cost2y'

5ay 4han:e %n:ine Performance Accuracy Depends on Insertion 2oss of ound Insu2ation Treatment'

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SOUR E IDENTI(I ATION 2 PARTIAL EN LOUSRE TE HNI+UE

5a9e the Desired 5easurements 8ith en:ine comp2ete2y eFposed' App2y the ound Insu2ation treatment to the entire %n:ine' Repeat the 5easurement ' 4a2cu2ate the Insertion 2oss of ound Insu2ation treatment confirm that it shou2d be O or P */d6'

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SOUR E IDENTI(I ATION 2 PARTIAL EN LOUSRE TE HNI+UE

5a9e the ound 5easurement 8ith each noise source eFposed individua22y' Repeat the 5easurement a:ain 8ith sound insu2ation treatment enc2osin: entire en:ine to ensure the insertion 2oss of treatment' 4a2cu2ate the contribution of each source by comparin: tota2 sound pressure 2eve2 and individua2 source'

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SOUR E IDENTI(I ATION 2 A OUSTI INTENSIT. TE HNI+UE

ound IntensityH I)t0H

Instantaneous rate of f2o8 of ound ener:y per unit surface area in the direction of 2oca2 instantaneous acoustic partic2e ve2ocity' This is a vector ?uantity and is e?ua2 to the product of the instantaneous sound pressure p)t0 at a point and the associated partic2e ve2ocity v)t0'
I(t ) = p(t)* v(t )

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SOUR E IDENTI(I ATION 2 A OUSTI INTENSIT. TE HNI+UE

Sound Intensity: I(t): It is expressed in Watt per Sq.meter. Sound Power Level: SW : Sound Power is the measure of total sound energy radiated by source.It can be calculated as,

SW = I )t 0 Q S
It is expressed in Watt

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SOUR E IDENTI(I ATION 2 A OUSTI INTENSIT. TE HNI+UE

No specia2 %nvironment is Re?uired' It is Near &ie2d 5easurement Techni?ue' No specia2 and 4ost2y ound Insu2ation treatment is re?uired' ource ran9in: can be easi2y done'

Directiona2 characteristics can be accurate2y measured

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SOUR E IDENTI(I ATION 2 A OUSTI INTENSIT. TE HNI+UE

ISO 9614 Series is available or calculation of Sound !ower b" sound intensit" #easurement$ 5ethodo2o:yH
*' cannin: 5ethod 1'Discrete point 5ethod'

ProcedureH --Discreti,e the 5easurement urface into GnK sma22 se:ments )i0'
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SOUR E IDENTI(I ATION 2 A OUSTI INTENSIT. TE HNI+UE

4arryout the norma2 ound Intensity GI)i0K 5easurement at each divided se:ment )i0 of area GsK around the source' -- 4a2cu2ate a po8er for each e:ment GPiK
!i = I )i 0 Q s

-- &ina22y 4a2cu2ate Tota2 ound Po8er G (K'

SW = !i
i =* n

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SOUR E IDENTI(I ATION2 ORDER TRA EIN- ANAL.SIS

!rder is inte:er or ha2f inte:er mu2tip2e of cran9shaft rotationa2 fre?uency !rders are cate:arised as G%ven ordersK,K!dd ordersK and Kha2f en:ine !rdersK %ven !rders are the mu2tip2es of firin: fre?uency and provides the basic character of noise'

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SOUR E IDENTI(I ATION2 Or'er trac3in0 Ana&ysis2 2 Uti&ity

To identify the noise :enerated by rotationa2 vibrations ,critica2 speeds and resonances' It provides information of the noise 8ith respect to en:ine rpm'

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SOUR E IDENTI(I ATION2 Or'er trac3in0 Ana&ysis

5%TH!D H
ynchronous amp2in: 5ethod' peed 8eep

Data can be Disp2ayed by

(aterfa22 Dia:ram 4ampbe22 Dia:ram'

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SOUR E IDENTI(I ATION2 Or'er trac3in0 Ana&ysis

(aterfa22 Dia:ram a22o8s to eFamine the data number of channe2 on sin:2e :raph in the form of amp2itude, en:ine rpm and fre?uency 4ampbe22 dia:ram is p2ot used for identification of resonances based on runnin: data'

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SOUR E IDENTI(I ATION2 Or'er trac3in0 Ana&ysis

In 4ampbe22 Dia:ram ,the fre?uency spectrum of vibration is disp2ayed for different en:ine RP5 and pea9 amp2itudes are p2otted 8ith fre?uency onto vertica2 aFis and the speed on the hori,onta2 aFis 'The en:ine orders are mar9ed a2on: dia:ona2 2ines'

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SOUR E IDENTI(I ATION2 NEAR(IELD A OUSTI HOLO-RAPH.

The basic princip2e of acoustic ho2o:raphy is -G to measure cross-spectra bet8een a set of reference transducers and the ho2o:ram microphones over a p2ane c2ose to the radiatin: surface'K

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SOUR E IDENTI(I ATION2 NEAR(IELD A OUSTI HOLO-RAPH.

&rom this type of measurement a comp2ete .-D description of the sound fie2d can be identified in terms of ound intensity, partic2e Ve2ocity, ound pressure 2eve2s, sound po8er and radiation patterns'

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Str!ct!ra& Res%onse

J It is essentia2 to understand the response of the structure to the app2ied forces J %va2uated by computin: the transfer functions bet8een the eFcitation force and vibrations at various 2ocations

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Str!ct!ra& Res%onse2 /o'a& Ana&ysis

J Natura2 &re?uencies, dampin: va2ues and mode shapes are determined J 5ode shapes are the deformation patterns associated 8ith the natura2 fre?uencies

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/o'a& set !%

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NOISE PREDI TION TOOLS FNPTG

&inite %2ement Ana2ysis Ray2ei:h Inte:ra2 5ethod 6oundary %2ement 5ethod tatistica2 %ner:y Ana2ysis'

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NPT2 (inite E&e"ent Ana&ysis

5athematica2 Representation of the structure 8ith respect to the :eometry, density)mass0, stiffness, materia2 Properties and dampin: by discreti,in: the structure into sma22 se:ments ca22ed as G%2ementsK bounded by end points 9no8n asGnodesK

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NPT2 (inite E&e"ent Ana&ysis

"sin: &%5 techni?ue the dynamic characteristics of the structure can be predicted in terms of disp2acement and Ve2ocity ' The &%5 techni?ue used to predict noise radiation are
*'5oda2 Ana2ysis' 1'Harmonic Response Ana2ysis'

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NPT2 (inite E&e"ent Ana&ysis 2 /o'a& Ana&ysis

It determines the free free ei:en va2ues 9no8n as natura2 fre?uencies and ei:en vectors as mode shapes' It is very usefu2 to va2idate the finite e2ement mode2s of the structures usin: %Fperimenta2 5oda2 Testin:' It :ives re2ative amp2itude of different parts of the structure in particu2ar mode,but it does not :ive any information about abso2ute response of the structure'
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NPT2 (inite E&e"ent Ana&ysis 2Har"onic Res%onse Ana&ysis

It is a2so 9no8n as forced response ana2ysis' It is used to predict the structura2 response caused by a defined dynamic eFcitation' &rom the dynamic Response characteristics the surface ve2ocities are computed and 8i22 be used as input for 6%5 and Ray2ei:h Inte:ra2 5ethod to find out sound po8er and radiation ratio'
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NPT2 (inite E&e"ent Ana&ysis 2Har"onic Res%onse Ana&ysis

Preparation of &inite %2ement 5ode2 of the %n:ine 4omponents 2i9e 4ran9case ,oi2 pan,shaft,covers,etc' Va2idation of &inite %2ement 5ode2s of en:ine compnents usin: &inite %2ement 5oda2 Ana2ysis in &ree &ree 4ondition and %Fperimenta2 5oda2 Testin:' App2ication of correct 6oundary 4onditions' 4omputation of urface Ve2ocities by &orced Response Ana2ysis'
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NPT2 RA.LIE-H INTE-RAL /ETHOD

It is an approFimate radiation inte:ra2 in 8hich it is assumed that the radiatin: surface is f2at and 2ies in an infinite f2at baff2e and surface of structure is covered 8ith a finite number of pistons 8hich move perpendicu2ar to the surface 8ith certain Ve2ocities'

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S.STE/ATI

NOISE REDU TION STRATE-.

Power train Noise ontro&

Preparation of FE Model of Noisy Component

Experimental Noise Source Identification

Prototype of Noisy Component

Analytical Modal Analysis Refined FE Model Modal Data or FRF Matching No Yes Va2idated &% 5ode2
A.

Experimental Modal Testing

S.STE/ATI

NOISE REDU TION STRATE-.

Va&i'ate' (E /o'e& Dynamic Response Analysis using FEM

No

Noise Prediction using BEM Structural Modification on FE Model No Target Noise Reduction is Achieved

Required Noise Reduction is Achieved (using BEM)

Product with Reduced Noise

Structural Modification on Prototype Yes

Yes

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ase st!'y

En0ine Asse"b&y Str!ct!ra& O%ti"i<ation for Low Noise Ra'iation

A+

Str!ct!ra& O%ti"i<ation E1ercise In#o&#es (o&&owin0 Ste%s

Setting up target for Sound Power Level (SWL) reduction from base Preparation of iterative models of varying stiffness by addition of stiffners and ribs on crankcase and oil pan using Hypermesh Forced esponse !nalysis " !pplication of unit force at bearing location on F# model to predict surface vibration velocities !coustic #ngine $esh Preparation using L$S % &irtual Lab Surface &elocity prediction of the assembly using L$S % &irtual Lab '&H module Surface velocity data transfer on acoustic meshed model SWL Prediction and comparison with base SWL using L$S % &irtual Lab !coustics Selection of optimi(ed models based on ma)imum SWL reduction and minimum weight increase

A=

E1%eri"enta& Noise So!rce I'entification

Identification of noise pockets by measuring/mapping noise at one plane/surface . Sound intensity/Acoustic holography

Setting up target for Sound Power Level (SWL) reduction from base
A>

&% 5ode2 of Noisy 4omponent

FE model for natural frequency correlation. Modal analysis

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Va2idated &% 5ode2 of Noisy 4omponent

En0ine Asse"b&y %Fperiment &re?uency Dampin: &%- imu2ation &re?uency 8 Variation in nat!ra& fre)!ency

R* R1 R. R< R+

$* $1 $. $< $+

L* L1 L. L< L+

/'1= <'1= */'* /'+= <'@<

FE model for natural frequency correlated.

AA

Dyna"ic Res%onse Ana&ysis

Forced esponse !nalysis " !pplication of unit force at bearing location on F# model to predict surface vibration velocities and compared with e)periment*
*//

S!00este' /o'ification-92 /ain Ho!sin0

Base Model

*/*

S!00este' /o'ificationH2 -ear bo1 co#er

*/1

S!00este' /o'ification62

&!tc* Ho!sin0

Preparation of iterative models of varying stiffness by addition of stiffners and ribs on crankcase and oil pan using Hypermesh
*/.

Base Model

En0ine /o'e& $ Str!ct!ra& & Aco!stic

!coustic #ngine $esh Preparation using L$S % &irtual Lab

*/<

Noise Pre'iction

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orre&ation- /eas!re' an' Pre'icte' So!n' Intensity /a%s

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Aco!stic Bo!n'ary con'itions

+mposing fre,uency dependent surface vibration velocities generated earlier on engine assembly acoustic mesh and preparation of +S- field point mesh
ISO Field Point Mesh

Acoustic Mesh

Reflecting Surface

*/>

SBL Pre'iction of En0ine asse"b&y Prediction of SWL for desired fre,uency range using L$S &irtual Lab !coustics module*

SWL prediction e)ercise is carried out for .!S# model as well as for iterative models*
*/@

SBL o"%arison between Base an' Pro%ose'

Base

Modification

:'BFAG re'!ction fro" Base SBL

*/A

Noise re'!ction ac*ie#e' by /o'ifications %arious desi&n iterations are compared on the &rounds of percenta&e increase in assembl" wei&ht due to addition of ribs' stiffeners etc$ and correspondin& reduction in SW( level
/o'ification n!"ber 6ase 5odification-* 5odification-1 5odification-. RR $$ LL RN $N LN Noise re'!ction in 'BFAG Bei0*t increase F30G

)onsideration of noise aspects earlier in the desi&n phase &ives strate&ic advanta&e to en&ine manufacturers as the" can deliver low noise radiatin& en&ines with minimum increase in en&ine wei&ht
**/

INTAK% AND %RHA" T $ T%5

***

Inta3e An' E1*a!st Syste" o%ti"isation

Re?uire parameters
Insertion Loss )IL0 6ac9 Pressure )6P0 Transmission 2oss )TL0

**1

Sc*e"atic Test Set!%

Insertion Loss

Trans"ission Loss

**.

/EASURE/ENT O( IL ON E,ISTIN- & TAR-ET SILEN ER

WITHOUT SILENCER

Engine SPL1 Engine

TEST SILENCER

IL = SPL1 SPL2

SPL2

Schematic of IL measurement
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/EASURE/ENT O( BP ON E,ISTIN- & TAR-ET SILEN ER

Engine

Test silencer

Pressure taps

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E,ISTIN- SILEN ER (OR BP

BP Predicted by CFD in mm Hg Measured BP was in mm Hg Variation of XX % is observed. This is generally considered as an acceptable level considering the number of assumptions in the input and model during simulation.

Press!re Distrib!tion
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Ve&ocity Vectors Distrib!tion

SU--ESTED /ODI(I ATIONS O( E,HAUST S.STE/

Chamber 1 Chamber 2 Chamber 3

Tube 3 !""le 1

Tube 4 !""le 2

Ch!#ber 1
!""le 1

Ch!#ber 2

Ch!#ber 3
!""le 2

Tube 1

Tube 1

Tube2 Tube 2
Tube 2
!""le 2

Chamber1

Chamber2

Chamber3

Tube 1

Tube 2

!""le 1 **>

!""le 2

O/PARISON O( TL RESULTS O( E,HAUST S.STE/

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RESULTS O( BP AND IL /EASURE/ENTS ON PROTOT.PES

5uff2er 5ode2

Benc*"ar3
E1istin0

Desi0 n9
Tar0et sa"%&e 9

sa"%&e 9

sa"%&eH

sa"%&e 6

Desi0n H

Desi0n 6

6P
)mm H:0

t>

IL )d6A0

**A

NVH lab Transforming Noise to Sound