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2013-01-0997
Published 04/08/2013
Copyright © 2013 SAE International
doi:10.4271/2013-01-0997
saepcmech.saejournals.org

Reducing Radiated Structural Noise from AIS Surfaces using

Several FEM Optimization Methods
John A. White Jr. and Mac Lynch
Chrysler Group LLC

ABSTRACT
Two finite element optimization techniques are presented for minimizing automotive engine air induction structural
radiated noise and mass. Air induction systems are generally made of thin wall plastic which is exposed to high levels of
pulsating engine noise. Weak air induction system walls vibrate excessively creating noise that can be heard by the driver.
The conventional approach is to add ribs (many times through trial and error) which increase part weight or by adding
“kiss-offs,” which restrict air flow.
The finite element optimization methods considered here are shape optimization and topometry optimization. Genesis,
a fully integrated finite element analysis and optimization package by Vanderplaats Research & Development, was used to
perform finite element optimization. Choice of optimization method is primarily dependent on several factors which are
appearance, part interference and flow restriction requirements. “GT Power” was used to model the complete engine air
flow system and calculate local acoustic pressure levels for modal frequency response analysis. Node velocity results of
the structural analysis were applied to an external BEM acoustic model. “LMS Virtual Lab” was used to calculate the
surface radiated sound power.
A shape optimized duct radiated significantly less noise but assembly interference requirements were increased for the
duct which led to the use of topometry or part thickness optimization. Finite element structural optimization is shown here
to be an effective design tool for minimizing radiated air induction shell noise. Shell noise is also shown to be significantly
reduced by reducing the forcing acoustic pressure.

CITATION: White Jr., J. and Lynch, M., "Reducing Radiated Structural Noise from AIS Surfaces using Several FEM
Optimization Methods," SAE Int. J. Passeng. Cars - Mech. Syst. 6(1):2013, doi:10.4271/2013-01-0997.
____________________________________

INTRODUCTION induction system. However, these airborne noise attenuation

Air Induction noise is low frequency engine noise created
by pulsing engine air flow that is burned for combustion.
Engine cylinder combustion is a cyclic event that occurs in
each cylinder during two revolutions of the crank shaft. The
cyclic signature of engine air flow increases with increasing
engine speed, which increases acoustic amplitudes. The
driver is exposed to induction noise during accelerations,
where increased engine air flow is needed for engine torque
requirements. Air induction and exhaust are typically the
dominant noises heard by a driver during acceleration, and
are critical to the perceived quality of any vehicle. Smaller
engines used to achieve better fuel economy typically
generate higher levels of low frequency air induction noise.
Induction noise radiates to the driver's ear in the form of
airborne and structure born noise. Airborne noise radiates
from the air induction system inlet, or snorkel. Airborne
Noise levels are controlled by adding Helmholtz resonators,
quarter wave tubes, and/or expansion chambers to the air
devices by themselves cannot achieve demanding NVH
targets if the air induction system radiates structure born
noise. Structure borne noise is radiated from the surface of
the air induction system and may exceed inlet noise levels at
the driver's ear. Structure born noise observed experimentally
often occurs late in air induction development programs when
experimental or prototype parts are available. Discovery of
air induction system structure born noise problems frequently
delays programs and add significant development cost. It is
therefore important that shell noise analysis be performed in
the design phase of air induction systems.
Background
Air induction shell noise is created by acoustic waves
radiating from a surface under forced vibration. Acoustic
pressure excites flat panel surfaces causing the surface to
bend at the frequency of the driving force. Maximum surface
velocity usually occurs in the first mode or “breathing mode”

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of forced surface vibration. Acoustic waves are radiated from
the surface similar to a monopole sound source (Beranek [1]).
Higher panel vibration modes contain less acoustic energy
and radiate significantly less noise. Several shell noise design
tools were presented by White [2] in the 1990's. Plate and
shell theory was used to model air cleaner flat surfaces
excited by an arbitrary internal acoustic pressure. Although
the acoustic loading pressure was arbitrary, vibration results
closely matched experimental data. Plate and shell theory is
easy and quick to use but is inadequate for modeling many
complex air induction surfaces. Finite element shape
optimization theory has been used by White [3] to optimize
air cleaner rib design. Ribs were modeled with plate elements
and the size of the ribs was optimized to reduce surface
velocity. The impact of rib optimization on air cleaner shell
noise was limited however due to the limited influence that
rib design has on air cleaner surface stiffness. Most of the
shell noise reduction by rib optimization is simply due to
optimization of rib mass. Rib structural properties add little
stiffness to air cleaner surfaces. Significant improvements in
shell noise radiation was achieved however when the air
cleaner surface was optimized. This observation leads to an
important point: care must be taken to choose design
variables that can significantly impact shell noise. The
effectiveness of the optimization is dependent on the
influence that design variables have on surface stiffness. The
topic of practical applications of optimization theory for air
induction systems was also discussed by White [4].
In the decade following the 1990's large advancements
were made in computer aided engineering which had a
significant impact on predicting and controlling air induction
shell noise. The acoustic driver of shell noise is the
instantaneous acoustic air induction pressure. Modern
engines are designed with engine internal flow analysis
programs such as GT Power that have the capacity of
predicting acoustic pressure anywhere in the air induction
system. Air induction systems are developed with engine
models which makes air induction acoustic load information
readily available. Optimization tools have also been
significantly improved. FEM programs such as Genesis can
easily handle large amounts of design variables to optimize
surface stiffness. Air induction external surfaces with internal
ribbing can be optimized for shape and thickness. The
prediction of radiated sound power is also straight forward
and fast. Acoustic programs such as LMS Virtual Lab can
easily map structural responses from finite element frequency
response analysis to a boundary element mesh for sound
power analysis. These advancements have made it possible to
include shell noise optimization in the design process of air
induction systems. A structural optimized air induction
system will save weight, support airborne acoustic
performance and avoid design changes.
Acoustic Source Characterization
Shell noise is a function of the acoustic air induction
forcing pressure. The air induction acoustic pressure is
dependent on the engine design, engine speed, air induction
design and location in the air induction system. There are two
ways to obtain the air induction pressure which are
experimentally and analytically. The most accurate method of
obtaining this pressure is experimentally with an internal
microphone. The disadvantage to this approach is that it
typically cannot be done in the air induction design phase
since experimental parts are not available. Acoustic pressure
could be measured within a part suspected of having shell
noise, but a “fix” would require a design change and possible
program delay. It would be better to obtain the forced
acoustic pressure in the development stage of the air
induction system. The acoustic pressures are usually available
from the engine development air flow model (GT Power).
Figure 1. Flat Top Air Induction Duct
An air induction duct was being considered for production
that had a flat surface (see figure 1). Since flat air induction
surfaces frequently radiate noise, a study was performed to
predict the radiated shell noise. Experimental parts were not
available so GT Power [5] was used to predict internal
acoustic forcing pressures (see figure 2). Air induction noise
is typically analyzed in terms of engine firing orders or air
induction noise harmonics, through a range of engine speeds.
The overall noise is the sum of the harmonic noise levels at
each engine speed. Air Induction noise analysis typically
contains the noise levels of at least three dominant noise
orders as well as the overall noise level. Structure born noise
predictions are derived from a modal frequency response
analysis. Modeling of each noise order requires using
separate load-cases. Optimization variables would be
required for each load case which makes global optimization
more complex. Shell noise analysis is simplified here by
creating a single load case that represents maximum exposed
acoustic as a function of frequency. This is done by plotting
harmonic noise levels as a function of frequency, then placing
an envelope over maximum pressure values (see figure 3). It
is important that air induction system standing wave
maximum pressure amplitudes are captured, since they have a
significant impact on shell noise. These forcing pressures are
applied directly to a structural frequency response finite
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White Jr. et al / SAE Int. J. Passeng. Cars - Mech. Syst. / Volume 6, Issue 1(May 2013) 347

element model and maximum node velocity results are sound power of the acoustic mesh is calculated with the
calculated as a function of frequency. boundary element method (BEM).

Figure 4. Surface Velocities at 300 Hz

Figure 2. GT Power model of air induction duct

Figure 5. 285 Hz Breathing Mode

Figure 3. Noise Source

Shell Noise Analysis

Results from the finite element frequency response
analysis reveals that the top of the duct vibrates at 300 Hz
(see figure 4). Analysis of normal modes of the duct reveals
that a free vibration breathing mode occurs on the top surface
at 285 Hz (see figure 5). The internal acoustic pressure
appears to be exciting the 285 Hz natural mode of the duct
and radiating shell noise. The shell noise can be represented
by the acoustic power radiating from the part or radiated
sound power. Air induction systems are sandwiched between
engine components and the car hood. These surfaces reflect
sound waves producing an under-hood reverberation field
around the air induction system. It is difficult to calculate the
radiated sound pressure in the under-hood reverberation field
but rather straight forward to predict the near-field radiated Figure 6. Coarse Acoustic Mesh
sound power using an acoustic mesh. The structural mesh of
the duct is covered with a coarse acoustic mesh and surface
velocity results are mapped to the acoustic mesh with an
acoustic tool such as Virtual.Lab [6](see figure 6). Radiated
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348 White Jr. et al / SAE Int. J. Passeng. Cars - Mech. Syst. / Volume 6, Issue 1(May 2013)
Figure 7. Flat Top Air Induction Duct with kiss-off
structural reinforcement
Conventional Shell Noise Treatment
After it has been determined that an air induction surface
is vibrating excessively, the most effective fix is to constrain
locations on the surface that have high velocity. An effective
way of constraining a vibrating surface is with a “kiss-off.”
The purpose of a kiss-off is to mate the center of the vibrating
surface with another, opposing, surface. In this case, a
rectangular column is inserted in the duct and is used to tie
the top surface of the duct to the bottom surface (see figure
7). The additional column significantly stiffens the top
surface; however, it protrudes into the flow path of the air
induction system impeding air flow and causing an increase
in system restriction. In most cases, additional air induction
restriction is prohibited due to negative effects on engine
performance, which results in the limited use of kiss-offs.
Figure 8. Constrained nodes of Finite element shape
optimization
Constrained Surface Velocity with Finite
Element Shape Optimization
The velocity of the flat surface can be reduced with ribs
and corrugation. Rib and corrugation patterns are often
arbitrary and results are usually poor. Doming or curving the
surface works well but significant space is required above the
flat surface [3]. Flat surfaces are frequently used where there
are space limitations which makes the use of curved surfaces
prohibitive.
Figure 9. Flat Top Air Induction Duct with a shape
optimized top at 300 Hz
Finite element shape optimization is the most effective
way of reducing surface velocity within a confined space.
Shape optimization is used here with Genesis [7] to
determine the optimum surface shape to reduce surface
velocity. The surface velocity is constrained by 7 points
evenly spaced along the top of the duct (see figure 8). The
finite element nodes on the top of the duct are allowed to
move up no more than 10mm and restricted from moving
below the surface. The objective of the optimization is to
reduce the velocity at the 7 constrained locations. The start of
the optimization is the base design and the converged
solution is represented by the optimized design (see figure 9).
Figure 10. Duct Shell noise
Discussion of Results
Both the kiss-off design and the optimized design
significantly reduced radiated shell noise (see figure 10). The
kiss-off appears to reduce noise at 300 Hz better than the
optimized design, but it can be misleading to only look at
global radiated sound power. Observation of surface velocity
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reveals that noise is coming from the other surfaces of the Helmholtz resonator. A 275 Hz Helmholtz resonator was
optimized duct. Vibration on the top of the optimized duct placed on the side of the flat duct to attenuate the standing
was reduced at 300 Hz however; vibration was significantly wave (see figure 12). The resonator had a significant impact,
increased on the sides of the duct. Restricting the shape reducing the internal pressure loading of the duct at 280 Hz
optimization design variables to the top of the duct resulted in (see figure 13). The resonator also significantly reduced 280
a local optimization. A global optimization would have Hz airborne air induction noise from the inlet snorkel.
required including the bottom and side surfaces as design
variables as well. The top of the optimized duct actually
radiates less noise than the top of the kiss-off duct at 300 Hz
and does not have the restriction penalty that a kiss-off would
have due to interruption of airflow within the system.
Shape optimization assumes that the part will have
constant thickness which is compatible with the intended
injection molding process. The shape optimized surface
however is irregular which has a significant impact on
appearance. The duct will be covered by an engine cover
which makes the optimization unconstrained by appearance.

Effect of a Duct Cover on Radiated Shell

Noise
The shell noise analysis was repeated with a cover Figure 12. 275 Hz Helmholtz resonator on the side of the
attached with ribs on top of the duct. The cover however was flat duct
not exposed to the near field noise radiation of the duct.
Acoustic waves were transmitted from the duct, through ribs
on top of the duct, to the duct cover, causing the cover to
radiate noise (see figure 11). The mating of the cover to the
top of the duct stiffens the ducts flat surface. No acoustic
pressure was applied directly to the duct cover; pressure was
only applied to the surface of the duct. Since resultant node
velocities are applied to the acoustic mesh of the assembly,
radiated shell noise is the combination of forced vibration of
both the duct and the cover.

Figure 13. Effect of Helmholtz resonator on acoustic

driving pressure

Reduction of Radiated Shell Noise with

Figure 11. Duct with cover surface velocity at 280 Hz
Shell Noise Reduction by Reducing
Amplitude of Acoustic Forcing Pressure
Radiated shell noise is a function of applied acoustic
pressure. The internal acoustic pressure peaks at 280 Hz
which is close to the normal mode of the top duct surface.
The 280 Hz peak is the result of an air induction system
internal acoustic resonance, or “standing wave”. Internal air
induction acoustic pressure can be attenuated with a tuned
Finite Element Topometry Optimization
The shape optimization created a stiffening surface that
was raised 10 mm above the duct flat surface that is in close
proximity to the cover. To avoid interference between the
duct and cover, topometry optimization is considered. The
same 7 locations on the top of the flat duct will have their
velocity constrained and minimized. Instead of the top
surface nodes being allowed to move however, the elements
of the assembly will be allowed to change thickness from 2 to
5mm (see figure 14 & 15).
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350 White Jr. et al / SAE Int. J. Passeng. Cars - Mech. Syst. / Volume 6, Issue 1(May 2013)

Figure 16. Radiated Shell Noise of Duct and Design with

Figure 14. Topometry Optimization of Duct Cover
a Resonator, Cover Assembly

CONCLUSIONS
Air induction shell noise is significantly impacted by the
flatness of surfaces and the level of forcing acoustic pressure.
Shape optimization is an effective tool for altering a surface
to reduce radiated shell noise. Where space limitations
restrict shape optimization, Topometry optimization yields
good results. Shape optimization however can have a
significant impact on appearance and may not be applicable
where appearance is a constraint. Radiated shell noise can
also be significantly reduced by reducing the forcing acoustic
pressure with Helmholtz resonators. Resonators can reduce
both air borne and structure borne noises simultaneously.
Obviously, an optimal system design will include both
internal and external air induction system optimization.

REFERENCES
Figure 15. Topometry Optimization of Duct
1. Beranek, Leo L., Noise and Vibration Control, McGraw-Hill Book
Company
2. White, J., “Air Cleaner Shell Noise Analysis with Plate and Shell
Theory,” SAE Technical Paper 960301, 1996, doi: 10.4271/960301.
Discussion of Assembly Shell Noise 3. White, J. and Webb, J., “Air Cleaner Shell Noise Reduction with Finite
Element Shape Optimization,” SAE Technical Paper 971876, 1997, doi:
Analysis Results 10.4271/971876.
4. White Jr., John A., Practical Applications of Optimization Theory to
Attaching the cover to the duct appeared to stiffen the Induction System Design, Proceedings of the 1999 Global Powertrain
ducts' top surface, and shifted its normal mode from 285 Hz Congress: October 5-7, 1999, Stuttgart, Germany
5. Gamma Technologies, GT Power, v7.0
to 300 Hz. Radiated shell noise was reduced at 280 Hz but 6. LMS, Virtual.lab, Rev 10
remained high at 300 Hz (see figure 16). Addition of a 275 7. Vanderplaats Research & Development, Genesis 12.1
Hz Helmholtz resonator reduced the forcing pressure at 280
Hz and significantly reduced both radiated shell noise and air
born noise. Below 300 Hz the optimized design performed as
well as the design with the resonator and it performed better
above 300 Hz. Additional mass significantly attenuates shell
noise but adds additional weight. Topometry optimization
however distributes mass to most effectively reduce the
velocity at the constrained locations, in other words, mass is
added where it is needed and mass is reduced where it is not
needed.