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14 NVH V2 PDF
14 NVH V2 PDF
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AIM
Introduce the basic concepts and importance of
vibration theory to vehicle design
Consider the role of the designer in vibration
control
Demonstrate methods for the control of vibration
to help the elimination of noise and harshness
Indicate methods by which the designer can
control vibration and noise to create an equitable
driving environment
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Basic concepts
Vibration sources are characterized by their time
and frequency domain characteristics
Categorized principally as
Periodic
originate from the power unit, ancillaries or transmission
simplest form of periodic disturbance is harmonic
In the time domain this is represented by a sinusoid and in
the frequency domain by a single line spectrum
Random disturbances
from terrain inputs to wheels
only statistical representations are possible
commonly represented by its power spectrum
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Basic concepts
All mass-elastic systems have natural frequencies
For linear system these frequencies are constant
related only to the mass and stiffness distribution
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Mathematical models
Provide the basis of all vibration studies at the design stage.
Represent the dynamics of a system by one or more differential equations.
Distributed-parameter approach - distributed mass and elasticity of some
very simple components such as uniform shafts and plates by partial
differential equations.
not generally possible to represent typical engineering systems (which tend to
be more complicated) in this way.
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Mathematical models
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Formulation of System
Equations of motion
determined by applying
Newtons second law to
each free-body
For complicated
geometry, the
equations can be
formulated by energy
methods
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System characteristics
Equation of motion
mx + cx + kx = F(t ).
Characteristics taken at
free vibration [F(t) =0]
x = X cos (nt ) no
damping
Similar formulation of a
SDOF system to obtain
response as given by
graph
A(w) =
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Vibration control
Control at source
Engine firing and reciprocating unbalance
combine to produce a complex source of
vibration which varies with engine operating
conditions
Reciprocating unbalance arises at each
cylinder because of the fluctuating inertia
force associated with the mass at each piston
no such thing as perfect balance
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Vibration isolation
k* = k(1 + i)
where k is the dynamic
stiffness and
the loss factor
mx + k(1 + i)x =
mer2 sin wt = F f (t )
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Tuned absorbers
useful for reducing vibration
levels in those systems in
which an excitation
frequency is close to or
coincides with a natural
frequency of the system
The principles of undamped
and damped tuned
absorbers can be
understood by outlining first
the analysis of the damped
absorber
Undamped absorber as a
special case
Figure from Smith,2002
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Tuned absorbers
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Tuned absorbers
A1 = K *X1 / F
A2 = K *X2 / F
Dimensionless numbers
With damping
Wider operating range
Reduced fatigue of absorber spring
Damped
Un damped
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Engine Isolation
Fluctuating torque at the crankshaft
Shaking forces and moments
additional dynamic inertial loads arising from vehicle maneuvering and
terrain inputs to the wheels
The primary components of engine vibration at idling are integer multiples
of engine speed
Idle speeds for four cylinder engines range from 820 Hz producing dominant
frequency components in the range from 1640 Hz.
Since the primary bending mode of passenger cars can be less than 20 Hz it is
obvious that it is easy to excite body resonance at idle if engine isolation is not
carefully designed
The problem
isolate the chassis from the excitations and
restrain the engine against excessive movement due to the engine torque
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For chassis
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Lagragnes Equations
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Engine Mounts
level
isolation
for
passenger cars.
The modern car designs
have a trend for lighter
car bodies and more
power-intensive engines.
Such a weight reduction
and increased power
requirements often have
adverse
effects
on
vibratory
behavior,
greatly increasing the
vibration and noise level
From Yunhe Yu, 2001
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Elastomeric mounts
Since 1930s
represented by familiar Voigt model
compact,
cost-effective
and
maintenance free.
Bonded elastomeric mounts are
known to provide more consistent
performance and longer life
Dynamic stiffness of an elastomeric
mount will be greater at higher
frequencies due to damping
Desirable :
specific nonlinear characteristics to
obtain constant natural frequency in
a broad weight-load range
use of materials with high internal
damping
materials with highly amplitudedependent damping and stiffness
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Crankshaft damping
Torsional
dynamics
of
crankshafts dependent on the
distribution of their mass and
elasticity and the excitations
arising
from
the
torque/cylinder
Because the torque contains a
number
of
harmonic
components and engine speed
is variable there is a tendency
to excite a large number of
Torsional
resonances
as
illustrated by the waterfall plot
(Torsional amplitude plotted as
a function frequency for a
range of engine speeds)
Figure from Smith,2002
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Fundamentals of acoustics
General sound propagation
In an automotive context this is the surrounding air or the vehicle
body structure, giving rise to the term structure-borne sound.
Produces a propagating (travelling) wave which has a characteristic
velocity c, the velocity of sound in air.
At some arbitrary point on the path, the air undergoes pressure
fluctuations which are superimposed on the ambient pressure.
A sound source vibrating at a frequency f, produces sound at this
frequency.
The distance between pressure peaks is constant and known as the
wavelength .
This is related to c and f by the equation:
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Fundamentals of acoustics
Plane wave propagation
Wave motion are most easily understood by
considering the propagation of a plane wave
Elastic deformation
Table from Smith,2002
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Acoustic intensity, I
This is defined as the time
averaged rate of transport
of acoustic energy by a
wave per unit area
normal to the wavefront.
It is given by Reynolds
(1981)
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Sound measurement
Sound level meters
The most basic instrument
for sound measurement is a
sound
level
meter
comprising a microphone,
r.m.s. detector with fast and
slow time constants.
A-weighting network to
enable measurements to be
made which relate to
human response to noise,
leading to so called A
weighted noise levels LpA,
expressed in dB(A).
Figure from Smith,2002
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Frequency analysers
Since the frequency spectrum of noise is closely
related to the origins of its production, frequency
analysis is a powerful tool for identifying noise
sources and enables the effectiveness of noise
control measures to be assessed
Narrow band frequency analyzers are a necessity.
Simultaneous filtering in multiple narrow band
filters
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Interior Noise
No legal requirements
Assessed by experienced assesors
Ad Hoc Criterion like Articulation Index used
200 Hz to 16kHz split into 16 bands
SPL is measured in each band
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Where,
A0 = SPL for zero intelligibility of conversation
A100 = SPL for 100% intelligibility
Wf = weighting factor for each third octave band
Overall AI is measured by adding together 16
different indices
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Engine noise
Engine noise originates from both the
combustion process and mechanical forces
associated with engine dynamics
Noise control:
Controlling pressure variations
Piston slap mass of piston, gudgeon pin design,
offset
Noise shields
Crankshaft spoked, damper
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Transmission noise
Misalignment of shafts, single tooth incorrectly cut or
damaged.
fs1, fs2 = ftm fss
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INTAKE NOISE
Generated by interruption of airflow at inlet
valves
Transmitted via air cleaner
Radiated by air duct
Noise of 10-15 dB
Turbo charger compressor noise also radiated
from the air duct
At blade passing frequency (also higher harmonics)
Typically 2-4 kHz
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EXHAUST NOISE
Produced by release of gases as exhaust valves
open and close
F = engine speed /60 * number of cyls / 2
Vary with engine load (upto 15 dB)
Turbo charging reduces engine and exhaust
noise (because of better combustion)
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Two types
Dissipative (absorb acoustic energy)
Reactive (by intereference)
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Reactive silencers
when the sound in a pipe or duct
encounters a discontinuity in the
cross-section,
some of the acoustic energy is
reflected back
creating destructive interference
Suitable for attenuating low
frequency noise
Causes pressure loss
Figure from Smith,2002
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c
2
A
LV
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Catalytic Convertors
Fitted immediately after exhaust manifold
For quick heating needed for their functioning
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Aerodynamic noise
For road vehicles this can be broken down into
three noise generating components:
Boundary layer distributed over the vehicle body
Boundary layer noise tends to be random in character
Absorbent materials
Edge effects
noise level higher than boundary layer noise
Caused by vortices formed at edges
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SU
d where S is the Strouhal Number (based on geometry), U is
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Tire noise
Two sources of noise
Tread pattern excited noise (affected by tire design)
Road surface excited noise
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Brake noise
Mechanism of noise generation in disc and drum
brakes is still not fully understood
Complex system of linkages
Elements of large area held in contact with hydraulic /
friction loading
At higher frequencies
a redistribution of drum mass to eliminate some of the specific
back plate vibration modes.