Introduction To Automotive NVH

VIT M. TECH.
(AUTO) COURSE (Noise, Vibration and Harshness )
INTRODUCTION TO AUTOMOTIVE NVH
NVH and CAE Laboratory
NVH & CAE LABORATORY

VIT M. TECH. (AUTO) COURSE (Noise, Vibration and Harshness )
Necessity of NVH Awareness
SOUND IS A PROPAGATING TYPE OF ENERGY.
NOISE IS A UNWANTED SOUND.
NOISE - AUDIBLE
VIBRATION - TACTILE
HARSHNESS - TACTILE AND AUDIBLE

(15Hz - 300Hz)

Necessity of NVH
¾ Noise Pollution – CMVR, CPCB & NCNPC

¾ Customer Awareness Of Vehicle Ride Comfort
¾ Marketability
¾Trend Towards Higher Power And Smaller Size
Power trains.
¾ Sound Quality
¾ Design Optimization
¾ Consistency In Production

PASS BY RIDE SPL

NOISE COMFORT OEL
EXTERIOR INTERIOR
NOISE NOISE
SOUND QUALITY

Noise Contributions from Various Systems

Miscellaneous 3%
Other Structural
Components 10% Engine 21%
Fan & Radiator Assembly

6%
Drive Line 14%
Exhaust System 32%
Intake System 14%

Automotive Noise Sources-Levels and Frequency Bands

NVH Classification
By Noise Type By Vehicle Systems

Road NVH Body NVH
Wind noise Chassis NVH
Powertrain/Driveline Powertrain/Driveline
NVH NVH
Squeak and Rattle Vehicle components
Climate control
system
Wipers
Seat motors
Switches

NVH Sources and their inter-relation
Power-train Sound
Ride Quality
Engine
Comfort
Transmission
Intake system
Cooling system Harshness
Others
Exhaust system Mount
Vibration Noise
Brake System
Road and Tyre Suspension
Wind Air

Sound Quality
Sound quality (SQ) is the perceptual reaction to the sound of a

product that reflects the listener’s reaction to the acceptability of
that sound for that product; the more acceptable, the greater the
SQ
Both objective & subjective assessments need to be made

Pass-by Noise of Automotive Vehicles
¾ Community Noise Pollution.(IS-3028/ISO-362)

¾ Maximum Sound Pressure level in “dB(A) measured
at a distance of 7.5m from the vehicle during vehicle
accelerated to full throttle


A’ B’
Microphone location point

1.2 ± 0.1 m above ground
7.5 ± 0.2 m
C C’
7.5 ± 0.2 m
Microphone location point
1.2 ± 0.1 m above ground
10 ± 0.2m 10 ± 0.2m
A B


Legislative Noise Requirements

2 Wheelers
< 80 cc 75
80 cc & 175 cc 77
> 175 cc 80
3 Wheelers
< 175 cc 77
> 175 cc 77
4 w heelers
M1 74
M2/N1
GVW < 2 ton 76
2 – 3.5 ton 77
M2/M3
< 150 Kw 78
>= 150 kW 80
N2/N3
< 75 kW 77
75 – 150 kW 78
> 150 kW 80

Interior Noise of Vehicle

¾ One of the most decisive selling points for passenger car
is the level and quality of interior noise.
¾ Like exterior noise engine is the main source of vehicle
interior noise.It gets transmitted inside the vehicle by,
¾ Direct infiltration:
Improper sealing , Holes in the lower dash panel
¾ Structural vibrations
¾ Engine mounts, loops in the exhaust system
¾ Drive shafts, support bearing ,rear axle drive shaft.

Interior Noise Sources

Intake System
Surface Noise Radiation
Exhaust System
Surface Noise Radiation
Orifice Noise
Tailpipe Noise
System Vibrations
System Vibrations
Wind Noise Transfer Behaviour Wheel Suspension

Vehicle
Interior Noise
of Noise and Vibration
Drive Train Tyre
Power Train
Engine and Gearbox Surface
Global Power Train Mode
Local Mode (P/T Mode, P/T Mount Brackets
Accessories)

Interior Noise of Vehicle

Power Train –Engine Noise
Types of Engine Noise
¾ Airborne Noise : Exhaust and Intake
¾ Structure borne Noise : Vibrating

surfaces of engine structure and
connected covers


Main Excitation Forces and Structure borne Engine

Noise :
Combustion Noise: Unidirectional gas &

Inertia forces cause
combustion noise.
Mechanical Noise : Reversible forces created
due to crank mechanism
induce mechanical noise.


Intake Noise
Noise Generated due to

¾ Opening and closing of the valves.
¾ Inlet air column oscillation by sharp pressure

pulse from cylinder.

Exhaust Noise
¾ Exhaust valve opens and releases gas at high pressure

into the exhaust system.
¾ The principal component of noise - Fundamental and
harmonics of firing frequency.
Exhaust system design is a compromise between

noise reduction and engine power loss due to
increase in back pressure.

Clutch Noise
Clutch Judder is basically torsional vibration in the drive line
during starting of engagement. This results in rough starts
and affects the ride comfort.
The major causes are :

¾ Friction characteristics of the clutch i. e. relationship
between slip speed and the friction coefficient
¾ Torsional vibirations due to variation in axial load
resulting from misalignment of the driveline
¾ The clutch pedal vibrations can cause interior noise
problems

Transmission Noise
Driveline noise and vibration sources results from transmission

of power from the engine to wheels.
Transmission gear noise:
¾ Bending dynamics of the individual gear tooth.
¾ Both bending and torsional dynamics of gear shafts.
¾ Type and precision of gears used.
¾ Fundamental and second harmonics of the gear mesh
frequency - most significant components of gear noise.

Transmission Noise
Driveshaft and Propeller shaft :
¾ Excitation at rotational(fundamental) speed.

¾ Universal joint can provide excitation at second order
due to high angles of coupling.
¾ Rear wheel drive vehicles employ a constant velocity joint
in the center joint of two piece propeller shaft - provides axial
compliance in the driveline which decouples vibration from
rear axle.

Driveline-Axle Noise
–Gear whine generated by gear mesh of the differential. See WHINE.

¾ Vibration excited by tooth meshing action of the axle gear set.
¾ Noise is narrow band and annoying even at low levels in the

passenger compartment of the vehicle.
¾ Noise due to resonance mode of the axle may be reduced by

altering axle mass and stiffness so that resonance lie outside
the normal operating range.

Belt Noise
• Impact generated by collision of tooth of belts

against
bottomland of sprocket at the beginning of meshing
• Transverse and torsional vibration of the belt
• Airflow between belt and pulley at meshing
• Friction between belt and pulley and slip of the belt
• Vibration of the pulley

Chain Noise
•impact of chain with sprocket and polygonal

effect
• Roller impacts of chain at higher speed
• Torsional vibration of camshaft causes
significant tension fluctuation in chains and
magnifies chain transverse vibrations
• Chain natural frequencies
• Cover frequencies

Tyre Noise
Tyre noise is generated by,
¾ Rolling contact of the tyre ( a resonant system)with surface

of random roughness( the road).
¾ Tread vibration - Radial vibration of tread - primary contributor
noise.
¾ Tread squirm - Localized lateral vibration of tread - high
frequency part of noise spectrum.

Tyre Noise
¾Air pumping - Air is expelled from tread or road cavities at

front end and sucked back at trailing edge
into tread or road cavities. Tread pattern is
significant in generating air pumping.
¾Aerodynamic noise -Generated by turbulent flow air around

the tyre. It contributes least to tyre noise

Wind Noise
It is generated by ,
¾ Flow of air around the vehicle exterior - broad band in

characteristic - it may have pure tone due to vortex shedding
proturbulences such as rear view mirror.
¾ Air flow into or out of the cabin due to imperfect sealing around
the door frames and glass areas.
¾ Adequate window and door seals are fundamental to successful

wind noise control.

Noise Sources and Corresponding Transfer Paths
Excitation Transfer Behaviour Interior Noise Share
• Noise Radiation of Airborne Interior

Air Borne Noise
P/T and Accessories • Vehicles Body Noise Noise

• Intake and Exhaust (Amplitude + Noise)
- Firewall
System Shell Noise Share 1
• Intake Orifice Noise -
- Under floor -
• Tailpipe Noise Share n Summation Interior
with Noise
correct
Structure-Borne phase Simulation
Structure- Borne
• Global Engine Vibration

Interior Noise
- Local Mode
• Engine Mounts (Amplitude + Noise)
Noise
- P/T Structure
- P/T Mount Brackets • Contact Points Share 1
-
• Accessory Vibration -
Share n
Measurement
Measurement Engine
Prototype Calculation
Test Bench
Series Vehicle

NVH Glossary – Automotive Phenomena

Axle Noise:
Gear whine generated by gear mesh of
the differential.
Brake Squeal:
Very high-frequency sound generated by
braking
Brake Judder:
Low-frequency shaking of the vehicle
generated by braking. Usually due to
brake disk thickness variation


Boom:
Low frequency sound
20-100Hz,Power
train,Road/suspension,Impact
Buzz, Squeak and Rattle
Chuckle:
(shock absorber) Interior vehicle noise induced
by force variation of the shock absorber. Multiple
transient sounds.
Clunk:
Transient, low-frequency, broadband sound


Drone:
A large-amplitude, single tone sound 100-
200Hz. A deep, sustained murmuring,

humming or buzzing sound
Gear rattle:
(usually manual transmissions only) A noise
resulting from torsional vibrations causing loss

of contact and impact of transmission gear
teeth. Often sounds very similar to engine
pre-ignition/knock

Growl:
Broadband, 100-1000Hz, noticeable time
variation
Moan:
Low-amplitude, low frequency tone, 20-200Hz
Rattle:
Random Impact Noise. See “Gear Rattle”

Road and Tire Noise:

Any noise perceived to be generated by the road
and tires
Roughness:
Sound with noticeable time variation –
modulation. Usually 100-500Hz tone with rapid
modulation.
Also, vibration from 2 -order wheel imbalance.
nd

Rumble:
Low- to mid-frequency broadband noise, 150-500
Hz, with noticeable time variation
Shake:
A low-frequency vibration, 5-30Hz. Usually
steady-state (e.g. wheel imbalance at high-
speed)

Shuffle/Bobble:
A fore/aft vehicle motion. Usually produced by
1st torsion mode of the powertrain.
Shudder:
A low frequency vibration; usually felt and not
heard. Sometimes defined as fore/aft lateral
movement. Usually somewhat transient event,
as in vehicle start-up.


Tick & Hash:
Miscellaneous time varying noises
Whine:
Mid to high frequency, 200-5000Hz, tone,
sometimes with harmonics

Wow:
Low-frequency modulation of a tonal noise.
Usually caused by speed variation, as with an

electric motor

Time and Frequency Domains

NVH must take into account both time domain and
frequency domain information

Harmonics
Harmonic: Any of a series of musical tones whose frequencies
are integral multiples of the frequency of a fundamental tone.
Source: The American Heritage® Dictionary of the English
Language, Fourth Edition
Frequency

Waterfall Plots and Order Analysis

Order
RPM
Overall Level
Frequency
Order Level

Engineering Measures of Sound

Sound pressure – actual pressure change caused by
sound, usually measured in Pascals (Pa). 1 Pa = 1
N/m2
Sound intensity – average amount of acoustic power
passing through a unit area that is perpendicular to
the direction of sound propagation. A vector
quantity of sound. Can be used to indicate the
source of noise, or to calculate sound power.
Measured in Watts/square meter (W/m2)
Sound power – acoustic power of sound, measured
in Watts (W)

Sound Weighting Schemes
dB(A), dB(B), dB(C)

Basic method of representing or approximating
how humans perceive sound level

Sound Quality Metrics:
More advanced methods of approximating human
perception of sound
Sones, speech intelligibility, roughness
Filters applied to sound signals to provide metrics
which correlate with human perceptions

Source/Path/Receiver
Source X Path Sensitivity = Response

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

NVH Tools and Methods

Source identification
Sound Intensity
Sound Acoustic Holography
Modal analysis
Experimental Modal Testing
Operating Deflection Shapes
Operational Modal Analysis
Operating Measurements
Order tracking
Noise Path Analysis

CAE
Sound Quality
Sound synthesis
Jury Evaluation


Benchmarking Sources
Measurements on
Road tests
Lab tests
Equipment/components
CAE
Multi-body dynamics
Finite element analysis
Computational fluid dynamics

Sound Source Identification

Sound Intensity
Obtain vector quantity of sound at various points/grid
locations around the test article using a 2-microphone

probe
Acoustical Holography/Beam Forming

Obtain a visual representation of the sound radiated from a
test article using a microphone array

y
microphone source
y focal point (level max)
o
x
antenna x z
focal point (level min)

Focusing plane = source plane

Noise Contribution of Various Components

of Engine
Exhaust
system-35%
Intake system-
15%
Engine Block-
35%
Others-35%

What is Modal Analysis?

F(t) X(t)
[ H(ω ) ]
Measurement Mode 1 Mode 3

H ij
Mode 2
Modal Parameter Estimation Frequency ω r
Damping Ratio ζ r
Mode Shape φ r
etc.
Modal Parameters

ODS – Operating Deflection Shapes
Operating Deflection Shapes –

Measure motion transmissibility
functions relative to one fixed location,

( acci / accj ) at a lot of points, like
with Modal Analysis
It looks like a duck, but IT’S NOT A
DUCK (mathematically, these are forced

response shapes, not mode shapes -
it’s NOT modal analysis)
Can be time-domain or frequency domain

Vibro-acoustic Prediction Technique

Vibro-acoustic Prediction Technique

Multi-body dynamics Software

Components modeled as rigid, lumped mass part
Connections through springs and dampers
Understand trajectory and time-response of system
As in suspension systems, steering systems, rigid-body
vibration modes of powertrain (bounce, pitch, roll)
Low frequency (below 100 HZ)
ADAMS is popular CAE software for this type of modeling
Used as support for Boundary Condition for FEM

Noise Prediction by FEM Technique
FE Modal Analysis
Dynamic Response Analysis
Coupled Analysis

BEM Technique
It is one of Numerical techniques

used to solve the acoustic
problems like Finite Element
Method(FEM).
• In BEM only the boundary of the
domain is dicsretized. For complex
Geometries the BEM modeling
leads to significant savings of
manpower and computational
time.

Other CAE Techniques
Statistical Energy Analysis

Higher Frequency computational NVH
technique, usually used at frequencies

higher than 300 Hz in automotive
applications
Computational Fluid Dynamics
Applied to fluid-flow and air-flow (e.g.
wind noise)

Correlation Between FE Technique and

Experimental Testing
Test
Initial FRFs
Model

Correlation Between FE Technique and

Experimental Testing
VIBRATION VELOCITIES WITH

COMBUSTION FORCES MEASURED VIBRATION VELOCITIES
V-Loc 1 V-Loc 2
LOC 01 LOC 2 V-Loc 3 V-Loc 7
2.17E+02
LOC 03 LOC 07
1.97E+02
Vibration Veloc ity
Vibration Velocity_
1.77E+02
1.57E+02
1.37E+02
1.17E+02
9.70E+01
200 250 315 400 500 630 800 1000 1250 1600 2000 2500 3150 4000
630 800 1000 1250 1600 2000 2500 3150
Centre Band Frequency (Hz)
Centre Band Frequency in " Hz "

STRUCTURE BORNE ENGINE NOISE CONTROL.
Noise Reduction methods
• MECHANICAL NOISE :
METHODS SUGGESTED TO REDUCE
PISTON SLAP
-- Offsetting gudgeon pin
-- Reducing piston - liner clearance
-- Minimum r/l ratio


PISTON SLAP
-- Lengthening piston skirt
-- Lubrication of skirt with oil film in

the liner to dampen piston slap


PISTON SLAP
-- Low clearance in gudgeon pin and

Connecting rod bearings
-- Rigid liner with minimum

deformation and ovality.

• MECHANICAL NOISE :
PISTON SLAP
-- Offsetting gudgeon pin
-- Reducing piston - liner clearance
-- Minimum r/l ratio


•TIMING GEAR NOISE :

-- Use of low inertia gears.
-- Replacement of standard timing gears

with double helix gears.
-- Gears with low pressure angle


•TIMING GEAR NOISE :
-- Isolating timing cover by using noise shield.
-- Reduce torsional vibrations of crankshaft
-- Design of camshaft for low impacts.


Engine Structure Modification :
Major Influencing Factors ::
• Design of lower crankcase
• Movement of Crankshaft journals during firing
• Design of engine covers


Engine structure modifications :

Cylinder Block :
• Stiffening of structural elements, connection
surfaces, and panels
• Close shielding of major noise radiating
surfaces


Engine Covers:
• Isolation from vibrating connection to the
engine structure surface
• Damping of cover material
• Addition of ribs to change the stiffness
for less response at critical frequencies
• Improvement in acoustical properties by
use of alternate materials


Fuel Injection Equipment:
• Reduced noise pump structure

• Low vibration transmission pump mountings
• Improved injector characteristics for
smoother combustion initiation



Cylinder head :
• Improved combustion features e.g. ports
and combustion bowl optimization for smoother
combustion initiation
Manifolds :
• Vibration isolation and damping added to the
manifolds


Transmission gear noise Control:
Possible means for reduction of transmission error :
Shifting of resonances of each gear from gear meshing
freq.
Shifting of critical speed of shafts away from gear
meshing freq.
Shifting of freq. of housing away from gear mesh
frequency
Vibration Isolation
Tuned vibration absorbers
Constraint Layer Damping
Reduction of shaft deflection due to dynamic loading

Belt Noise Control

• Vibration of the pulley
• By reducing the clearance,rattle can be reduced
• Covers of highly damped materials
• Profile with decreased tooth flank area which leads to
higher tooth tip width
• Modified sprocket profile with soft contact at bottom land
of belt and tooth tip of sprocket.


Chain Noise Control
•Fine pitch and accurately matched pitches

• Damping of large sprockets
• Use of guide wheel and rubber ring to
driving sprockets
• Changing torsional behaviour of cam shaft

Acoustical
Treatment

Ride Comfort
Ride - Tactile And Visual Vibrations,

0 - 25 Hz
Ride Perception
Vibrations - Noise Aural (25 Hz - 20 kHz)
EXCITATION
SOURCES VEHICLE
Road roughness DYNAMIC VIBRATIONS
Tire/Wheel RESPONSE
Driveline Engine

Vehicle Ride Comfort
> Ride comfort in a vehicle is a subjective perception normally

associated with level of comfort experienced during travelling
in a vehicle.
> Perceived ride is cumulative effect of many factors.
> In the vibration spectrum,

Ride - 0 -25 Hz
Noise - 25Hz - 20KHz.
> Ride is a tactile and visual vibrations.

Vehicle Ride Comfort

> Vertical frequencies which feels most uncomfortable falls in the
range of 20Hz - 200Hz.
> Fatigue occurs most rapidly when subjected to vibrations in the

range of 4Hz to 8Hz or in the low band below 0.75 Hz where
dizziness and motion sickness can results
> Lateral or fore/aft frequencies in the same range are also

uncomfortable because it disturb balance of inner ear.
> ISO:2631 for exposure limits of whole body vibrations and

ISO:5349 for exposure to hand arm vibrations.


Introduction To Automotive NVH

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VIT M. TECH.

(AUTO) COURSE (Noise, Vibration and Harshness )

INTRODUCTION TO AUTOMOTIVE NVH

NVH and CAE Laboratory

NVH & CAE LABORATORY

Necessity of NVH Awareness

SOUND IS A PROPAGATING TYPE OF ENERGY.

NOISE IS A UNWANTED SOUND.

 HARSHNESS - TACTILE AND AUDIBLE

NVH & CAE LABORATORY

¾ Noise Pollution – CMVR, CPCB & NCNPC

NVH & CAE LABORATORY

PASS BY RIDE SPL

NVH & CAE LABORATORY

Noise Contributions from Various Systems

Fan & Radiator Assembly

Drive Line 14%

Exhaust System 32%

Intake System 14%

NVH & CAE LABORATORY

Automotive Noise Sources-Levels and Frequency Bands

NVH & CAE LABORATORY

 By Noise Type  By Vehicle Systems

 Wind noise  Chassis NVH

NVH & CAE LABORATORY

NVH Sources and their inter-relation

Exhaust system Mount

Road and Tyre Suspension

NVH & CAE LABORATORY

Sound quality (SQ) is the perceptual reaction to the sound of a

NVH & CAE LABORATORY

Pass-by Noise of Automotive Vehicles

¾ Community Noise Pollution.(IS-3028/ISO-362)

NVH & CAE LABORATORY

Pass-by Noise of Automotive Vehicles

Microphone location point

NVH & CAE LABORATORY

Pass-by Noise of Automotive Vehicles

NVH & CAE LABORATORY

Legislative Noise Requirements

NVH & CAE LABORATORY

Interior Noise of Vehicle

NVH & CAE LABORATORY

Interior Noise Sources

Wind Noise Transfer Behaviour Wheel Suspension

NVH & CAE LABORATORY

Interior Noise of Vehicle

NVH & CAE LABORATORY

Power Train –Engine Noise

Types of Engine Noise

¾ Airborne Noise : Exhaust and Intake

¾ Structure borne Noise : Vibrating

NVH & CAE LABORATORY

Power Train –Engine Noise

NVH & CAE LABORATORY

Power Train –Engine Noise

Main Excitation Forces and Structure borne Engine

Combustion Noise: Unidirectional gas &

HARSHNESS - TACTILE AND AUDIBLE

By Noise Type By Vehicle Systems

Wind noise Chassis NVH

Road and Tire Noise:

dB(A), dB(B), dB(C)