NVH Category

NVH Characteristic Frequency (Hz)

Steady State Frequency Response
• Ride <5
• Shake 5 - 40
• Boom 20 - 100
• Moan 100 - 150
• Structural Borne Noise 150 – 500
• Air Borne Noise > 500

Transient Response
• Harshness 20 - 100
Single Degree of Freedom
Control by
Damping
Amplitude (20% Damped)

Control by
Dynamic Control by
Stiffness Mass

Isolation Region

Frequency (Hz) fn 2 * fn
 Dynamic Stiffness
Dynamic Stiffness:
(K - m ω2) – j C ω
K* = ----------------------------------
(K - m ω2)2 + (C ω)2

Mass M ω = 2* π*f
Stiffness K
Damping C f is the frequency
 Pure Tone
• Sound at a single frequency
• Sound Pressure
– Objective measurement
• dB
– Logarithmic of sound pressure
• dBA
– A-Weighted to adjust for ear sensitivity
 Human Sensitivity
• More constant across frequency range
with velocity
• Hearing range 20 – 2000 Hz
• Depends on overall level
• Sound at one frequency may mask by
other frequencies
• Depends on age, sex and other factors
 Tactile Response
Subjective-Objective
Acceleration

SR = 5

SR = 6

Frequency
 Tactile Response
Subjective-Objective (2)
Velocity

SR = 5

SR = 6

Frequency
Sound Pressure Level
and A Weighting
 NVH Classification
• Operating Condition
– Idle, Low Speed, Cruising, POT, WOT
• Subjective Evaluation
– Shake, Boom, Noise, Harshness
• Objective Measurement
– Sound Pressure, Acceleration
• Frequency Range
• Source
– Powertrain, Road, Exhaust
NVH Subjective Rating

Most
No Sale Targets
 NVH Objectives
• Assess vehicle responses relative to
design targets:
–Tactile responses
• Seat track
• Steering column
• Toe pan
–Acoustic responses
• Driver’s ear
• Front Passenger’s ear
• Rear passenger’s ear
 Shake
• 5 – 40 Hz
• Idle Shake
• Isolated Road Shake
• Rough Road Shake
• Smooth Road Shake
– Wheel/Tire Imbalance
– Tire Force Variation
 Design For Shake
• Body vertical, lateral bending and torsion
modes
• Front end bending and torsion modes
• Front floor modes
• Steering column modes
• Seat modes
• Avoid stickiness of the shock and CV
joints that causes high force input and
resonance in smooth road shake
 Design For Shake (2)
• Mode separation and mode shape
management of engine bounce, roll, pitch
and yaw rigid body modes
 Boom
• 20 - 100 Hz
• Idle Boom
• Isolated Road Boom
• Rough Road Boom
 Body Design for Boom

• 1st and 2nd fore-aft acoustic modes

• Body 1st and 2nd order vertical bending
• Front floor vertical bending
• Dash panel fore-aft bending
• Quarter panel bending
• Fuel tank bounce
• Spare tire tub bounce
• Decklid, liftgate or lower back panel pumping
 Structural Borne Noise
• 100 - 500 Hz
• Powertrain Noise
• Rough Road Noise
• Gear Whine
 Design For Noise
• Most of the vibration energy imparted to the vehicle
is below 150 Hz.
• Below 150 Hz:
– Body structure is important for controlling noise and
vibration
– Lack of structure usually results in costly design and
tooling changes
• Above 150 Hz:
– Can be resolved with relatively simple structure
modifications, such as bead patterns, or damping
treatments.
 Design For Noise (2)

• Powertrain Bending Isolation

• Powertrain Bracket Isolation
CHASSIS/POWERTRAIN MODES Modal Chart
Suspension Hop and Tramp Modes
Ride Modes Suspension Longitudinal Modes
Powertrain Modes Exhaust Modes

0 5 10 15 20 25 30 35 40 45 50
Hz

BODY/ACOUSTIC MODES
Body First Torsion (25Hz) Steering Column First Vertical Bending (29Hz)
Body First Bending (22Hz) First F/A Acoustic Modes (48Hz)

0 5 10 15 20 25 30 35 40 45 50
Hz

EXCITATION SOURCES
Inherent Excitations (General Road Spectrum, Reciprocating Unbalance, Gas Torque, etc.)
Process Variation Excitations (Engine, Driveline, Accessory, Wheel/Tire Unbalances)
V8 Idle (500-550RPM)
First Order Wheel/Tire Unbalance (5-75MPH) Hot Cold

0 5 10 15 20 25 30 35 40 45 50
Hz
 Body-in-White Targets
• Static Stiffness
– Bending
– Torsion
• Normal Modes
– Vertical bending
– Torsion
– Lateral bending
 Trimmed Body Targets
• Normal Modes
– Vertical bending
– Torsion
– Lateral bending
– Front end bending
– Front end torsion
 Instrument Panel/Column
Targets
• Normal Modes
– Vertical bending
– Lateral bending
 Seat Targets
• Normal Modes
– On Bedplate
• Fore aft
• Lateral
– In Vehicle
• Fore aft
• Lateral

• Different row may have different target

Idle Load
 Idle Torque
Pbore

mrecip

arecip Ttotal  ( Fgas  Frecip ) * h * tan 


h L Frecip  mrecip * arecip


r Fgas  ( Pbore  Pcrank ) * Abore
Pcrank
 Piston Displacement
Pbore
h  L cos   r cos

mrecip
cos   1  sin 2 
arecip

 r sin 
h
sin  
L L


L cos   L 1  sin 2 
r
Pcrank
h  L 1  sin 2   r cos
Trigonometric Derivatives
d sin  d
Pbore
 cos 
dt dt
d cos  d
  sin 
mrecip

recip dt dt
n
 du n 1 du
h
 nu
L dt dt
d (u  v) du dv
 
 dt dt dt
r
Pcrank duvw dw dv du
 uv  uw  vw
dt dt dt dt
 Piston Velocity
Pbore

dh d
mrecip v  ( L cos   r cos  )
dt dt
arecip
d  r 2 cos  sin  
   r sin   2 2 2 
h L dt  L  r sin  
 r cos  sin  
  r sin   
r  L  r sin  
2 2 2

Pcrank
 Piston Acceleration
Pbore

mrecip
dv d  r cos  sin  
arecip
a  ( r )  (sin   )

dt dt  L2  r 2 sin 2  
h  r 2
cos 2
L
   r cos  
2

 L2  r 2 sin 2 
 r 4 cos 2  sin 2  
r  3

Pcrank ( L2  r 2 sin 2  ) 2 
Smooth Road Shake
 Wheel/Tire Imbalance
Definition
• Simulation
– Shake caused by the unbalanced inertia forces
from the high speed rotation of the unbalanced
wheel in vehicle cruising
• Load
– 1.0 oz-inch (Sensitivity) unbalanced force at the
spindles
– Both vertical and fore-aft loads with vertical load
trailing fore-aft load by 90 degrees
• Applications
– Front wheel in-phase, Front wheel out-of-phase,
Rear wheel in-phase and Rear wheel out-of-phase
 Wheel/Tire Imbalance
Calculation
• F = mr2
– F is imbalance Force (N)
– m is imbalance mass (Mg)
– r is imbalance radius (mm)
–  is rotation speed (rad/sec)
• F = 1.0 oz-in = 1.0 * 28.3 * 10-6 (Mg/oz) * 25.4
(mm/inch) * 4 * 2 * f2 = 0.0284 * f2 (N)
– f is frequency (cycles/sec)
 Wheel/Tire Imbalance
Speed Map
• The wheel/tire speed map (frequency v.s.
vehicle speed) is dependent on the wheel/tire
size, the wheel/tire stiffness and the payload
• V = 2 * π * Tire Effective Radius * Frequency
• However, the Frequency/Vehicle Speed(MPH) is
typically around 0.2
• Based on the above assumption, the frequency
range of interest from 25 MPH to 125 MPH is
– 5 Hz to 25 Hz
Tire Force Variation Definition
• Simulation
– Shake caused by the variation of the radial stiffness of
the tires
• Load
– 1.0 lbf (Sensitivity) variation force at the spindles
– Vertical load only
• Applications
– Front wheel in-phase, Front wheel out-of-phase, Rear
wheel in-phase and Rear wheel out-of-phase
 Tire Force Variation
Speed Map
• The wheel/tire speed map (frequency v.s.
vehicle speed) is dependent on the wheel/tire
size, the wheel/tire stiffness and the payload
• V = 2 * π * Tire Effective Radius * Frequency
• However, the Frequency/Vehicle Speed(MPH) is
typically around 0.2
• Based on the above assumption, the frequency
ranges of interest from 25 MPH to 125 MPH are
– First Order : 5 Hz to 25 Hz
– Second Order : 10 Hz to 50 Hz
Rough Road Noise
 Spatial PSD Road Profile
• Spatial Frequency ( Cycles / mm)
– Wave number
– 1 / wavelength
• PSD Amplitude (mm^2 / (cycles / mm))
• Power Regression Analysis (Y = 1.7872 * X-0.6729)
Spacial PSD Road Profile

1000
PSD (mm^2/(cycles/mm))

100

-0.6729
y = 1.7872x
10 R2 = 0.6538

1
0.0001 0.0010 0.0100 0.1000
Wave Number (cycles/mm)