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Slide 1

2011 SAE Structure Borne NVH Workshop www.autoanalytics.com

SAE 2011 NVH ConferenceStructure Borne NVH Workshop

Presenters:

Alan DuncanAlan Duncan Altair Engineering @ Honda

Greg Greg GoetchiusGoetchius Tesla Motors

KiranKiran GovindswamyGovindswamy FEV Inc.FEV Inc.

JianminJianmin Guan Guan Altair Engineering

Contact Email: [email protected]: www.autoanalytics.com

Slide 2


Structure Borne NVH WorkshopWorkshop Objectives -1. Review Basic Concepts of Automotive Structure Borne Noise.

2. Propose Generic Targets.

3. Present Real World Application Example.

Intended Audience –• New NVH Engineers.

• “Acoustics” Engineers seeking new perspective.

• “Seasoned Veterans” seeking to brush up skills.

Slide 3


Structure Borne NVH Workshop• Introduction• Low Frequency Basics• Mid Frequency Basics• Live Noise Attenuation Demo• Case Studies

• Interior Noise Diagnosis using VINS•NVH Principles: Applications

• Closing Remarks

Slide 4




• Closing Remarks

Greg Goetchius

Slide 5




• Closing Remarks

Slide 6


Rideand

Handling

NVH Durability

ImpactCrashWorthiness

Competing Vehicle Design Disciplines

Slide 7


Structure Borne Noise and Vibration

VibratingSource

Frequency Range: up to 1000 HzSystem Characterization

• Source of Excitation• Transmission through Structural Paths • “Felt” as Vibration• “Heard” as Noise

Slide 8


Structure Borne NoiseAirborne Noise

Res

pons

e

Log Frequency

“Low”Global Stiffness

“Mid”

Local Stiffness+

Damping

“High”

Absorption+

Mass+

Sealing+

Damping

~ 150 Hz ~ 1000 Hz ~ 10,000 Hz

Automotive NVH Frequency Range

Slide 9



•Vehicle Interior Noise Simulation•NVH Principles: Applications

• Closing Remarks

Slide 10


Low Frequency Basics• Source-Path-Receiver Concept• Single DOF System Vibration• NVH Source Considerations• Receiver Considerations• Vibration Attenuation Strategies

Provide Improved IsolationMode ManagementNodal Point MountingDynamic Absorbers

Slide 11




Slide 12


RECEIVER

PATH

SOURCE

Structure Borne NVH Basics

Slide 13




Slide 14


m

APPLIED FORCE

F = FO sin 2 π f t

k c FT

TR = FT / F

TransmittedForce

Single Degree of Freedom Vibration

= fraction of critical damping

fn = natural frequency

f = operating frequency

( )2n

22n

2

2n

ff2)ff(1)ff(21ζ

ζ+−

+=

ζmk

Slide 15


0 1 2 3 4 50

1

2

3

4

Tran

smis

sibi

lity

Rat

io

1.414Frequency Ratio (f / fn)

Vibration Isolation Principle

m

APPLIED FORCEF = FO sin 2 π f t

k c FT

TR = FT / F

TransmittedForce

Isolation RegionIsolation Region

1.00.5

0.375

0.25

0.15

0.1

Slide 16




Slide 17


Two Main Sources

NVH Source Considerations

Suspension Powertrain

Slide 18


Typical NVH Pathways to the Passenger

PATHS FOR

STRUCTURE BORNE

NVH

Slide 19


Structure Borne NVH Sources

Slide 20


Structure Borne NVH Sources

Primary Consideration:

Reduce the Source first as much as possible because whatever enters the structure is transmitted through multiple paths to the receiver.

Transmission through multiple paths is more subject to variability.

Slide 21




Slide 22


Receiver ConsiderationsSubjective to Objective Conversions

Subjective NVH Ratings are typically based on a 10 Point Scale resulting from Ride Testing

A 2 ≈≈≈≈ 1/2 A 1Represents 1.0 Rating Change

TACTILE: 50% reduction in motion

SOUND : 6.dB reduction in sound pressure level ( long standing rule of thumb )

Receiver Sensitivity is a Key Consideration

Slide 23




Slide 24


Total 2178.2 Kg (4800LBS)Mass Sprung 1996.7 Kg

Unsprung 181.5 Kg (8.33% of Total)Powertrain 181.5 Kg

Tires 350.3 N/mmKF 43.8 N/mmKR 63.1 N /mmBeam mass lumped on grids like a beam M2,3,4 =2 * M1,5

Symbolic Model of Unibody Passenger Car8 Degrees of Freedom

From Reference 6

318

2

6

4

75

Slide 25


1 2 4 5

6 7

8

3

TiresWheels

SuspensionSprings

Engine Mass

EngineIsolator

Flexible Beam for Body

8 Degree of Freedom Vehicle NVH Model

Slide 26


8 Degree of Freedom Vehicle NVH ModelForce Applied to Powertrain Assembly

Forces at Powertrain could represent a First OrderRotating Imbalance

Feng

1 2 4 5

6 7

8

3

Slide 27


Engine Isolation Example

Response at Mid Car

0.0001

0.0010

0.0100

0.1000

1.0000

5.0 10.0 15.0 20.0Frequency Hz

Velo

city

(mm

/sec

)

Constant Force Load; F ~ A 15.9 Hz8.5 Hz7.0 Hz

700 Min. RPM First Order UnbalanceOperation Range of Interest

318

2

6

4

753311

8822

66

44

7755

Slide 28


Concepts for Increased Isolation“Double” isolation is the typical strategy for further improving isolation of a given vehicle design.

Subframe is Intermediate Structure

Suspension Bushing is first level

Second Level of Isolation is at Subframe

to Body Mount

Slide 29


8 Degree of Freedom Vehicle NVH ModelRemoved Double Isolation Effect

WheelMass

Removed

1 2 4 5

6 7

8

3

Slide 30


Double Isolation ExampleVertical Response at DOF3

0.0E+00

1.0E+00

2.0E+00

3.0E+00

4.0E+00

5.0E+00

6.0E+00

5.0 10.0 15.0 20.0Frequency Hz

Velo

city

(m

m/s

ec)

Base Model

Without Double_ISO

1.414*fn

318

2

6

4

753311

8822

66

44

7755

Slide 31




Slide 32


Mode Management Chart

0 5 10 15 20 25 30 35 40 45 50HzFirst Order Wheel/Tire Unbalance V8 Idle

Hot - Cold

EXCITATION SOURCESInherent Excitations (General Road Spectrum, Reciprocating Unbalance, Gas Torque, etc.)Process Variation Excitations (Engine, Driveline, Accessory, Wheel/Tire Unbalances)

Hz

Hz0 5 10 15 20 25 30 35 40 45 50

0 5 10 15 20 25 30 35 40 45 50

CHASSIS/POWERTRAIN MODES

Ride ModesPowertrain Modes

Suspension Hop and Tramp ModesSuspension Longitudinal Modes

Exhaust Modes

BODY/ACOUSTIC MODES

Body First Bending First Acoustic Mode

Steering Column First Vertical BendingBody First Torsion

(See Ref. 1)

Slide 33


8 Degree of Freedom Vehicle NVH ModelBending Mode Frequency Separation

Beam Stiffness was adjusted to align Bending

Frequency with Suspension Modes and then

progressively separated back to Baseline.

1 2 4 5

6 7

8

3

Slide 34


Response at Mid Car

0.10

1.00

10.00

100.00

5 10 15 20Frequency Hz

Velo

city

(mm

/sec

)

18.2 Hz Bending13.Hz Bending10.6 Bending

8 DOF Mode Separation Example

18.2 Hz13.0 Hz

10.6 Hz318

2

6

4

753311

8822

66

44

7755

Slide 35




Slide 36


Front input forces Rear input forces

First Bending: Nodal Point Mounting ExampleMount at Nodal Point

Locate wheel centers at node points of the first bending modeshapeto prevent excitation coming from suspension input motion.

Slide 37


Passenger sits at node point for First Torsion.

Side View

First Torsion: Nodal Point Mounting ExamplesMount at Nodal Point

Transmission Mount of a3 Mount N-S P/T is nearthe Torsion Node.

Rear View

Engine

Slide 38


Powertrain Bending Mode Nodal Mounting

Mount system is placed to support Powertrain at the Nodal Locations of the First order Bending Mode. Best compromise with Plan View nodes should also be considered.

1 2 4 5

6 7

3

Slide 39


1 2 4 5

6 7

8

3

8 Degree of Freedom Vehicle NVH ModelBending Node Alignment with Wheel Centers

Redistribute Beam Masses to move Node Points to

Align with points 2 and 4

Slide 40


Response at Mid-Car

0.0E+00

1.0E+00

2.0E+00

3.0E+00

4.0E+00

5.0 10.0 15.0 20.0Frequency Hz

Velo

city

(m

m/s

ec)

Node ShiftedBase Model

First Bending Nodal Point Alignment

318

2

6

4

753311

8822

66

44

7755

Slide 41




Slide 42


YO

xSDOF

Dynamic Absorber Concept

MYO

x

Auxiliary Spring-Mass-Damperm = M / 10

2DOFM

Slide 43


Powertrain Example of Dynamic Absorber

Anti-Node Identifiedat end of Powerplant

k c

Absorber attached at anti-node acting in the Vertical and Lateral plane.

Tuning Frequency = √√√√ k/m

m

[Figure Courtesy of DaimlerChrysler Corporation][Figure Courtesy of DaimlerChrysler Corporation][Figure Courtesy of DaimlerChrysler Corporation][Figure Courtesy of DaimlerChrysler Corporation]

Slide 44


Baseline Sound Level63 Hz Dynamic Absorber63 + 110 Hz Absorbers

Baseline Sound Level63 Hz Dynamic Absorber63 + 110 Hz Absorbers

[Figure Courtesy of DaimlerChrysler Corporation][Figure Courtesy of DaimlerChrysler Corporation][Figure Courtesy of DaimlerChrysler Corporation][Figure Courtesy of DaimlerChrysler Corporation]

10 dB

Slide 45


Low Frequency Basics - Review• Source-Path-Receiver Concept• Single DOF System Vibration• NVH Source Considerations• Receiver Considerations• Vibration Attenuation Strategies


Slide 46




• Closing Remarks

Alan Duncan

Slide 47


Mid Frequency NVH Fundamentals

This looks familiar!Frequency Range of Interest has changed to

150 Hz to 1000 Hz

Slide 48


Typical NVH Pathways to the Passenger

Noise Paths are thesame as Low

Frequency Region

Noise Paths are thesame as Low

Frequency Region

PATHS FOR

STRUCTURE BORNE

NVH

Slide 49


Mid-Frequency Analysis CharacterStructure Borne Noise

Airborne Noise

Res

pons

e

Log Frequency“Low”

Global Stiffness“Mid”

Local Stiffness+

Damping

“High”

Absorption+

Mass+

Sealing

~ 150 Hz ~ 1000 Hz ~ 10,000 Hz

High modal densityand coupling in

source, path andreceiver

• Mode separation is less practical inmid-frequency

• New Strategy is Effective Isolation:Achieved by reducing energy transferlocally between source and receiver atkey paths.

•• Mode separation is less practical inMode separation is less practical inmidmid--frequencyfrequency

•• New Strategy is Effective Isolation:New Strategy is Effective Isolation:Achieved by reducing energy transferAchieved by reducing energy transferlocally between source and receiver atlocally between source and receiver atkey paths.key paths.

Slide 50


Control Measures for Mid Frequency Concerns

Effective Isolation

Attenuation along Key Noise Paths

Mid-Frequency Analysis Character

Slide 51



Effective Isolation



Slide 52


Classical SDOF: Rigid Source and Receiver

T ran

smis

sib i

lity

Rat

io

1.0 1.414 10.0

f / f n

Isolation Effectiveness

Effectiveness deviates from the classical development as resonances occur in the receiver structure and in the foundation of the source.

Isolation RegionIsolation Region

1.0 “Real Structure”Flexible (Mobile)

Source and Receiver

Slide 53


Mobility• Mobility is the ratio of velocity response at the excitation point on structure

to the force applied in the direction of the velocity

Mobility =Velocity

Force

• Mobility, also called Admittance, characterizes Dynamic Stiffness of the structure at load application point

Mobility =Frequency * Displacement

Force

=Frequency

Dynamic Stiffness

Slide 54


• Transmissibility Ratio (TR) is used to objectively define measure of isolation

TR =Force from source without isolator

Force from source with isolator

Isolation

V r

V ir

V is

F rF ir

Receiver

Source

F is

Fs V s

Isolator

VF s=

Y i + Y r + Y s

V r

F r

Receiver

Source

F s V s

VF s=

Y r + Y s

VV

• The isolation effectiveness can be quantified by a theoretical model based on analysis of the SOURCE - PATH - RECEIVER transfer across an isolator

Slide 55


TR = ( Y r + Y s ) //// ( Y i + Y r + Y s )

• For Effective Isolation (Low TR) the Isolator Mobility must exceed the sum of the Source and Receiver Mobilities.

Y r : Receiver mobility

Y s : Source mobility

Y i : Isolator mobility

V m

V im

V if

F mF im

Receiver

Source

F if

F f V f

Isolator

TR = Force from source without an isolator Force from source with an isolator

Isolation

Recall that K 1Y ∝

Slide 56


TR = ( ) //// ( ) K body

1K source

1+ K body

1 + K iso

1K source

1+

K iso

K sourceK body

K iso1.0 5.0 20.0

1.0

5.0

20.0

0.67 0.55 0.51

0.55 0.29 0.20

0.51 0.20 0.09

Generic targets:body to bushing stiffness ratio of at least 5.0source to bushing stiffness ratio of at least 20.0

Designing Noise Paths

Slide 57


Stiffness Ratio; K body / K iso

Tran

smis

sibi

lity

Rat

io T

RBody-to-Bushing Stiffness RatioRelationship to Transmissibility

0

0.1

0.2

0.3

0.4

0.5

0.6

1 2 3 4 5 6 7 8 9 10

Target Min. = 5 gives TR = .20

For a source ratio of 20

Slide 58



Effective Isolation



Slide 59


Identifying Key NVH PathsKey NVH paths are identified by Transfer Path Analysis (TPA)

Fi

AcousticTransfer

AcousticTransfer

Operating loads Operating loads

Break the system at the points where the forces enter the body (Receiver)

Total Acoustic Response is summation of partial responses over all noise paths

Pt = ΣΣΣΣ paths [Pi ] = ΣΣΣΣ paths [ (P/F) i * Fi ]

Slide 60


Designing Noise Paths

Fi

Acoustic Transfer (P/F)iAcoustic Transfer (P/F)i

Operating loads createForces (Fi) into body atAll noise paths

F FF F

FF F

Pt = ΣΣΣΣ paths [Pi ] = ΣΣΣΣ paths [ Fi * (P/F) i ]

P/F

Measurement Parameters Generic Targets

P/F Acoustic Sensitivity 50 - 60 dBL/N

V/F Structural Point Mobility (Receiver Side)

0.2 to 0.3 mm/sec/N

P/V

(Kbody)V/F

= ΣΣΣΣ paths [ Fi * (P/V) i * (V/F) i ]

Slide 61


Recall for Acoustic Response Pt

Pt = ΣΣΣΣ paths [Pi ] = ΣΣΣΣ paths [ Fi * (P/V) i * (V/F) i ]

“Downstream” Effects: Body Panels

(P/V)i !!!! “Downstream” Dynamics (Body Panel) : Three Typical Effects:

3. Panel Acoustic Contribution

Increased Damping

2. Panel Damping

Increased Stiffness

1. Panel Stiffness

Slide 62


Generic Noise Path Targets

K iso

K body> 5.0

K iso

K source

> 20.0

AcousticSensitivity < 50 - 60

dBL/N

StructuralMobility < 0.2 to 0.3 mm/sec/N

Panel Damping Loss Factor> .10

Primary: Minimize the Source Force< 1.0 N

Slide 63


Final Remarks on Mid Frequency Analysis

• Effective isolation at dominant noise paths is critical• Effective isolation at dominant noise paths is critical

• Reduced mobilities at body & source and softenedbushing are key for effective isolation

• Reduced mobilities at body & source and softenedbushing are key for effective isolation

• Other means of dealing with high levels of response(Tuned dampers, damping treatments, isolatorplacement at nodal locations) are also effective

• Other means of dealing with high levels of response(Tuned dampers, damping treatments, isolatorplacement at nodal locations) are also effective

• Mode Separation remains a valid strategy as modesin the source structure start to participate

• Mode Separation remains a valid strategy as modesin the source structure start to participate

Slide 64




• Closing Remarks

Greg Goetchius

Slide 65


Toolbox Demo Noise Test Results

85

61

68

63

55

47

39

30

40

50

60

70

80

90

1) Baseline:Imbalance, No

Isolation

2) Imbalance +Isolation

3) No Imbalance,No Isolation

4) No Imbalance,No Isolation +

Damping

5) No Imbalance +Isolation +Damping

6) #5 + Absorption 7) #6 + InsulatorMat

SPL

(dB

A)

Tool Box Demo Test Results

Slide 66




• Closing Remarks

Kiran Govindswamy

Slide 67


“Time Domain” Transfer Path Analysis

Excitation

Airb

orne

Pat

h

Interior Noise

Power Train NoiseIntake&Exhaust Noise. . .

Power Train VibrationDrive Line Vibration. . .

Transfer Behaviour

Microphones

Loudspeaker

FEVFEV

Pi

Overall Vehicle Transfer Function

Engine Mount Vehicle

Stru

ctur

e-Bo

rne P

ath

Airborne Noise Share

StructureborneNoise Share

Overall Interior Noise

Excitation

Airb

orne

Pat

h

Interior Noise

Power Train NoiseIntake&Exhaust Noise. . .

Power Train VibrationDrive Line Vibration. . .

Transfer Behaviour

Microphones

Loudspeaker

FEVFEV

Microphones

Loudspeaker

FEVFEV

Microphones

Loudspeaker

FEVFEV

Loudspeaker

FEVFEV

Pi

Overall Vehicle Transfer Function

Engine Mount Vehicle

Stru

ctur

e-Bo

rne P

ath

Airborne Noise Share

StructureborneNoise Share

Overall Interior Noise

VINS (Vehicle Interior Noise Simulation)VINS (Vehicle Interior Noise Simulation)

Slide 68


“Time Domain” Transfer Path AnalysisVINS (Vehicle Interior Noise Simulation)VINS (Vehicle Interior Noise Simulation)

Engine Excitation

ae ab

MountTransmissibility

Vehicle Body

Fb

Apparent Massof Body

Resultant Dynamic Mount Stiffness

Overall Structure-Borne Sound Transmission

abody

aengine

Fbody

abody

Pinterior

Fbody

aengine P= interior

Resultant Dynamic Mount Stiffness

Test Bench Impact Test

Slide 69


“Time Domain” Transfer Path AnalysisVINS: Correlation (Full Load Speed Sweep)VINS: Correlation (Full Load Speed Sweep)

Slide 70


“Time Domain” Transfer Path AnalysisVINS: Application to “Idle Modulation Noise”VINS: Application to “Idle Modulation Noise”

Slide 71


“Time Domain” Transfer Path AnalysisVINS: Application to “Idle Modulation Noise”VINS: Application to “Idle Modulation Noise”

Slide 72



Measurement VINS VINS-SBN VINS-ABN

VINS: Application to “Transient Diesel Clatter”VINS: Application to “Transient Diesel Clatter”

Slide 73



Mic. left Mic. right Mic. top Mic. bottom Mic. front Mic. rear Intake orif. Exhaust tp.

Left mnt. Right mnt. RR A RR B Trans.link

VINS: Application to “Transient Diesel Clatter”VINS: Application to “Transient Diesel Clatter”

Slide 74


Start/StopICE

RegenerationBatt. Charging

AERPowerAssist

Start &idle

Drive-away

Acceleration

Constantspeeds

Coasting

ICE idling

CE

F D

AB

DF

D C

D CD C

AB

DF

DC

AB

AB

F

Red light (Stop) AE

ICE stopped

G

G

G

Start/StopICE

RegenerationBatt. Charging

AERPowerAssist

Start &idle

Drive-away

Acceleration

Constantspeeds

Coasting

ICE idling

CE

F D

AB

DF

D C

D CD C

AB

DFF

DC

AB

AAB

F

Red light (Stop) AE

ICE stopped

G

G

G

• A: Global powertrain vibration B: Driveline vibration• C: Noise of HEV specific components D: Magnetic noise E-Motor/(Generator)• E: Noise of accessories F: Gearbox rattle noise due to • G: Noise pattern changeover ICE (non-uniformity) and E-Motor

HEV, PHEV, ReEV, and EV NVH

Slide 75




• Closing Remarks Jianmin Guan

Slide 76


NVH Principles: Application Example Introduction

Copyright © 2009 SAE International

Slide 77


Quietness during Idle and Electric-Vehicle Operation

Reduce Inverter Water Pump Loads:

1. Reduce pump impeller imbalance2. Redesign bearing structure3. Changing motor structure

Improve Isolation from Body:

1. Install rubber isolator2. Increase mounting bracket rigidity3. Improve Inverter case

Root Cause Diagnostics:

1. Water pump in the inverter cooling system2. Electromagnetic noise of the motor,

the inverter, and other units


Slide 78


Quietness during Idle and Electric-Vehicle Operation

Reduce Inverter Water Pump Loads:

1. Reduce pump impeller imbalance2. Redesign bearing structure3. Changing motor structure

Improve Isolation from Body:

1. Install rubber isolator2. Increase mounting bracket rigidity3. Improve Inverter case


1. Water pump in the inverter cooling system2. Electromagnetic noise of the motor,

the inverter, and other units

Reduce Source

EffectiveIsolation

Attach.Stiffness

Downstream


Slide 79


Engine Start Vibration

Reduce Effect of Engine Loads:

1. Operating MG1 at high torque during engine start2. Implement vibration-reducing motor control3. Use two stage hysteretic torsional damper4. Shorten distance between principal elastic

axis and center of gravity of power plant


1. Engine torque fluctuations2. Engine torque reaction forces

Reduce Torque Fluctuation:

1. Change intake valve closing timing2. Control piston stop position3. Adjust injected fuel volume and

ignition timing


Slide 80


Engine Start Vibration

Reduce Effect of Engine Loads:

1. Operating MG1 at high torque during engine start2. Implement vibration-reducing motor control3. Use two stage hysteretic torsional damper4. Shorten distance between principal elastic

axis and center of gravity of power plant


1. Engine torque fluctuations2. Engine torque reaction forces

Reduce Torque Fluctuation:

1. Change intake valve closing timing2. Control piston stop position3. Adjust injected fuel volume and

ignition timingReduce Source

Mode Manage.

Damper

EffectiveIsolation


Slide 81


2nd Order Engine Induced Boom


1. 2nd order couple of the reciprocating inertia of piston2. THS II Trans 50 mm longer and 35 kg heavier3. Lower power plant bending mode4. Requires 1.5X higher mount rates

Reduce Effect of 2nd order Couple:

1. Increase power plant bending mode2. Move mount to a nodal point3. Embed mounts inside cross member4. Reduces distance from principle

elastic axis to CG 5. Optimized vertical to lateral rate ratio


Slide 82


2nd Order Engine Induced Boom


1. 2nd order couple of the reciprocating inertia of piston2. THS II Trans 50 mm longer and 35 kg heavier3. Lower power plant bending mode4. Requires 1.5X higher mount rates

Reduce Effect of 2nd order Couple:

1. Increase power plant bending mode2. Move mount to a nodal point3. Embed mounts inside cross member4. Reduces distance from principle

elastic axis to CG 5. Optimized vertical to lateral rate ratio

Mode Manage.

Nodal Mounting

EffectiveIsolation


Slide 83


Engine Radiated Noise

Reduce Effect of 24th order Loads:

1. Modified Trans case to improve modes2. Added dynamic damper at a high amp. point

on Trans case3. Added ribs in high radiating area of Trans case


1. 24th MG2 order excitation2. Lower MG2 reduction gear ratio3. Lower transmission bending mode

- two key modes identified

Reduce 24th order Loads:

Arranged permanent magnets in V shape with optimized angle


Slide 84


Engine Radiated Noise

Reduce Effect of 24th order Loads:

1. Modified Trans case to improve modes2. Added dynamic damper at a high amp. point

on Trans case3. Added ribs in high radiating area of Trans case


1. 24th MG2 order excitation2. Lower MG2 reduction gear ratio3. Lower transmission bending mode

- two key modes identified

Reduce 24th order Loads:

Arranged permanent magnets in V shape with optimized angle

Mode Manage.

Reduce Source

Damper

Downstream


Slide 85




• Closing Remarks Jianmin Guan

Slide 86


Structure Borne NVH: Concepts Summary

• Source-Path-Receiver as a system1. Reduce Source

2. Rank and Manage Paths

3. Consider Subjective Response

• Effective Isolation

• Mode Management

• Nodal Point Placement

• Attachment Stiffness

• “Downstream” (Body Panel) Considerations

• Source-Path-Receiver as a system1. Reduce Source

2. Rank and Manage Paths

3. Consider Subjective Response

• Effective Isolation

• Mode Management

• Nodal Point Placement

• Attachment Stiffness

• “Downstream” (Body Panel) Considerations

Slide 87


SAE 2011 NVH ConferenceStructure Borne NVH Workshop

Thank You for Your Time!

Q & AQ & A

Slide 88


Primary References (Workshop Basis: 4 Papers)

1. A. E. Duncan, et. al., “Understanding NVH Basics”, IBEC, 1996

2. A. E. Duncan, et. al., “MSC/NVH_Manager Helps Chrysler Make Quieter Vibration-free Vehicles”, Chrysler PR Article, March 1998.

3. B. Dong, et. al., “Process to Achieve NVH Goals: Subsystem Targets via ‘Digital Prototype’ Simulations”, SAE 1999-01-1692, NVH Conference Proceedings, May 1999.

4. S. D. Gogate, et. al., “’Digital Prototype’ Simulations to Achieve Vehicle Level NVH Targets in the Presence of Uncertainties’”,

SAE 2001-01-1529, NVH Conference Proceedings, May 2001

Structure Borne NVH References

WS + Refs. at www.AutoAnalytics.com/papers.html

Structure Borne NVH Workshop - on InternetAt SAE www.sae.org/events/nvc/specialevents.htm

Slide 89


Supplemental Reference Recommendations

5. T.D. Gillespie, Fundamentals of Vehicle Dynamics, SAE 1992(Also see SAE Video Lectures Series, same topic and author)

6. D. E. Cole, Elementary Vehicle Dynamics, Dept. of Mechanical Engineering, University of Michigan, Ann Arbor, Michigan, Sept. 1972

7. J. Y. Wong, Theory of Ground Vehicles, John Wiley & Sons, New York, 1978

8. N. Takata, et.al. (1986), “An Analysis of Ride Harshness” Int. Journal of Vehicle Design, Special Issue on Vehicle Safety, pp. 291-303.

9. T. Ushijima, et.al. “Objective Harshness Evaluation” SAE Paper No. 951374, (1995).

Structure Borne NVH References