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Vibro-acoustic specifications and design indicators for lightweight vehicles

Conference Paper · September 2014

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Vibro-acoustic specifications and design indicators
for lightweight vehicles

M. Nobou Dassi 1,2 , A. Gaudin 1 , Z. Abbadi 1 , L. Gagliardini 1 , C. Pézerat 2 , F. Gautier 2

1 PSA Peugeot Citroën, Direction de la Recherche et de l’Ingenierie Avancée

Route de Gisy 78140 Vélizy, France

e-mail: martial.noboudassi@mpsa.com
2Laboratoire d’Acoustique de l’Université du Maine,
Rue Aristote, 72085 Le Mans cedex 9, France

Abstract
To reduce the greenhouse gas emissions produced by cars, one solution is to reduce their mass by using
composite materials. However, the introduction of such materials can modify significantly the automotive
design. In the automotive industry, the definition of the vibro-acoustic need and its allocation to each car
body component leads to the definition of four frequency bands with different physical behaviors. These
behaviors underlie the NVH design, with specific constraints and methods of analysis. In this paper, a new
set of suitable indicators is used to characterize the passage from a frequency band to another, and to quantify
the performance on each band. The relevance of these indicators is presented on various simplified models
of car bodies, and the results show the general changes induced by using lightweight materials.

1 Introduction

The vibro-acoustic analysis of complex systems requires a certain number of specifications to be filled. In the
general context of lightweight design, a special attention should be given to these specifications, because they
set the level of performance and guide the design. The partition of the needs expressed by the stakeholders
is done using a system engineering approach, and leads to the definition of a dynamic functional model.
Every defined function is then associated to one component and this define the components architecture.
This approach ensures the coherence between subsystems, essential to achieve the overall requested level of
performance. The vibro-acoustic behavior of a car body may then be characterized on the different frequency
ranges of interest by the corresponding level of performance. Some frequencies transition indicators and
performance indicators are then defined to identify zones where the behavior changes, and quantify the
level of performance on each area. The scope of this work is to use some simplified models of car body
to present the outlines of lightweight design with fixed criteria, and show the consequences on the vibro-
acoustic performances.

2 The automotive context

A car body is subjected during its life cycle to several excitations that generate operating vibrations of the
organs and noise inside the cabin. Figure 1 shows the main sources of noise in the automotive case, which
can be summarized as follows:

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• the powertrain noise, generated by the combustion, the engine acyclism, the moving components (pis-
tons, connecting rods ...);

• the road noise, due to tire-road interaction, on rough surface or rolling obstacle;

• the wind noise, which is divided into shape noise, mirrors noise, wiper noise, antenna noise.

Figure 1: Noise sources and transfer paths on a car body.

The figure 1 shows the noise sources and the transfer paths, from the input points to the output points.
Depending on the considered source, the mechanical properties of the excited zone, the type of transmission,
and the level of the response, it is possible to characterize the vibro-acoustic behavior of the car body. A
functional architecture is then defined, and each elementary component receives one or more functions to
fill. This approach leads to the definition of frequency ranges as:

• the Very Low Frequencies (VLF) range, which corresponds to the zone where appear the first modes
of the car body (torsion and bending modes), vehicle suspension modes and the powertrain modes;

• the Low Frequencies (LF) range, which corresponds to the zone where the car body has a modal
behavior, with distinct and isolated resonance peaks. This range may therefore be defined as the zone
where few resonant modes can fairly characterize the overall response of the car body;

• the Mid-Frequencies (MF) range, which corresponds to the zone characterized by a mixed behavior.
Indeed, while some areas of the car body continue to have a modal behavior, others have a more
homogeneous behavior, with a high level of overlap between adjacent peaks;

• the High Frequency (HF) range, which corresponds to the zone where the response is almost uniform
throughout the car body. This behavior allows the use of assumptions like diffuse field and the use
energetic methods.

This paper mainly focuses on the analysis of the VLF and the LF frequency ranges.

3 Vibro-acoustic usual indicators

3.1 Identification of frequencies transitions: The Modal Overlap Factor

The dynamic analysis of vibro-acoustic systems can be achieved by two approaches. In the first one, named
direct approach, the equations corresponding to the studied system are solved at each frequency by algebraic
methods. In the second one, named modal approach, the eigenvalue problems corresponding to the structure
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and the fluid are solved separately and this lead to the construction of two modal basis. The solution of the
vibro-acoustic problem is then obtained by truncating these modal basis using frequency assumptions. The
modal approach is particularly interesting in the case of systems with many degrees of freedom, and (or)
with a large number of excitation frequencies, because it allows to reduce the size of the system of equations
to solve.
When analyzing a vibro-acoustic response, each mode can be fairly identified by a related pulsation and a
loss factor associated to the resonance. Moreover, it is necessary to introduce the gap between two successive
resonances for a detailed description of the modal overlap. Mace [4] defined as follow the Modal Overlap
Factor (MOF):

N ∗∆
M OF = ntot ∗ ∆ ≈ (1)
Ω
where ntot is the asymptotic modal density of the system, ∆ is the modal bandwidth at −3 dB and N is the
number of modes in the excitation band Ω. The modal bandwidth ∆ is equal to the product f ∗ η, where f
and η are respectively the frequency and the loss factor. It is then possible to write:

M OF = ntot ∗ η ∗ f (2)

Lesueur [3] defines the vibrational diffuse field when the gap between two successive modes has a value near
the bandwidth magnitude of the mode as shown in figure 2. This definition corresponds to a unit value of
the MOF, and marks the passage to the HF range. Similarly, the MOF is often used by extension to mark
the transition between the LF and MF ranges. Ege [1] and Elie [2] for example use in their work a LF-MF
transition at the value M OF = 30%.

Response Δfmode

-3dB

f1 f2 Frequency [Hz]

Δf1,-3dB Δf2,-3dB

Figure 2: Modal Overlap Factor definition

The definition of the MOF is based on the asymptotic modal density and considers an equal response of
adjacent resonances, uniformly distributed on the frequency axis. These assumptions imply that all modes
participate equally in the vibro-acoustic response. In the automotive case, this is not verified on the frequency
ranges of interest. Moreover, the MOF is an indicator for the global structure, which does not take into
account the contribution of the acoustic cavity in the response.

3.2 The vibro-acoustic performance: Frequency Response Functions

The vibro-acoustic performance is usually expressed as the pressure level at the passengers ears due to an
excitation force applied to the system.
From a four cylinders and four strokes motor vehicle, there are two main sources of excitations: a torque on
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the engine block generated by accelerations and decelerations of the crankshaft; and a vertical force at the
center of the cylinders due to the pistons motion. The torque is essentially absorbed by a torque rod in the
longitudinal direction (named X), and the vertical force at the center of the cylinders is mainly absorbed by
the right engine mount in the vertical direction (named Z). For these reasons, it is right to consider in first
approximation that the main sources from an engine are: an excitation applied at the interface between the
connecting torque rod and the car body in the X direction; and an excitation applied at the interface between
the engine mount and the car body in the Z direction. For this kind of excitations, the performance is define
using a Frequency Response Function (FRF) which gives the pressure level in the acoustic cavity as shown
in figure 3.

Figure 3: Example of Frequency Response Function

4 New refined approach for the automotive context

4.1 Identification of transitions frequencies: MTEi

The Modal Truncation Error on i selected participations (MTEi) is an indicator which uses the sort of modal
participation fractions related to a vibro-acoustic frequency response function. It highlights changes of be-
havior and thus the passage from a frequency range to another.

4.1.1 Modal participation fractions

A vibro-acoustic problem discretized by the finite element method, in the absence of acoustic sources is
written in harmonic as follows:

−ω 2 [Ms ] + (1 + iηs )[Ks ]

    
[Asf ] us Fs
2 2 = (3)
ω [Af s ] −ω [Mf ] + (1 + iηf )[Kf ] pf 0f

where the subscripts s and f are associated to the structure and fluid degrees of freedom respectively. us are
the structural displacements and pf are the fluid pressure levels. [Ms ] and [Ks ] are the structure mass and
stiffness matrices; [Mf ] and [Kf ] the fluid mass and stiffness matrices. [Asf ] is the vibro-acoustic coupling
matrix and Fs is the vector of the mechanical forces applied to the structure. ω is the pulsation, ηs and ηf
are the structure and fluid hysteretic damping coefficients.
Under assumption of weak coupling between fluid and structure, the resolution is based on the calculation of
the uncoupled natural modes. Let [Φs ] and [Φf ] represent the mode shapes matrices of the structureand fluid 
respectively, defined as [Φs ] = [{φs1 } , ..., {φsi } , ..., {φsns }] and [Φf ] = {φf1 } , ..., {φfi } , ..., φfnf ,
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where the subscript ns and nf are the total number of structure and fluid degrees of freedom respectively.
The two modal basis are obtained by solving the following eigenvalues equations:

−ωs2 [Ms ] + [Ks ] {φsi } = 0s

(4)
−ωf2 [Mf ] + [Kf ] {φfi } = 0f


(5)

If {αs } and {αf } are the modal amplitudes of the structure and the fluid, the displacement field {us } and
the pressure field {pf } are written as follows:

{us } = [Φs ]{αs } (6)

{pf } = [Φf ]{αf } (7)

Using these expressions in the equation 3, using the mass normalized modes ie: [Φs ]T [Ms ][Φs ] = [Is ] and
[Φf ]T [Mf ][Φf ] = [If ], and introducing the fluid structure coupling matrix, the following system is obtained:

−ω 2 [Is ]T + (1 + iηs )[ωs2 ] [Φs ]T Fs

    
[as f ] αs
2 = (8)
ω [af s ] −ω [If ] + (1 + iηf )[ωf2 ]
2
αf 0f ,

The level of pressure in the cavity plays a key role as an indicator of comfort. If Zf , the fluid dynamic
flexibility associated to the equation 8 is defined as follows:

−1
[Zf ] = −ω 2 [If ] + (1 + iηf )[ωf2 ]

(9)

the modal amplitude of the fluid is as:

{αf } = −ω 2 [Zf ] [af s ] {αs } (10)

The acoustic pressure in the cavity is then written as:

pf = −ω 2 [Φf ][Zf ][af s ]{αs }


(11)

The product between the coupling matrix [af s ] = [{af s1 } , ..., {af sns }] and the modal amplitude vector
{αs } = {αs1 , ..., αsns }t can be written as a summation on the modal basis as follow:

ns
X
[af s ] {αs } = αsk {af sk } (12)
k=1

The fluid pressure can then be written in terms modal participation fractions as follow:

ns ns
 X 2
X
pf = pfk = −ω αsk [Φf ][Zf ] {af sk } (13)
k=1 k=1
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4.1.2 Definition of the MTEi

When the system is subjected to a given excitation, the level of response observed at the output points is the
sum of modal contributions of all modes excited at each frequency step as shown in Figure 4. Each mode
can participate more or less to the response, depending of:

• the position and intensity of the excitation: this is called the mode controllability;

• the position of the output points respect to the mode shape: this is called the mode observability.

The sort of modal participation fractions allows highlighting modes with major contributions to the overall
vibro-acoustic response. It is then easy to see that in the low frequency domain, few modes are sufficient
to rebuild the overall response of the system, whereas in the high frequency range, the reconstruction takes
many more modes. To note this, it suffices to find for example the number of modes that within a 2dB range
(i.e. 80%), reconstruct the global response of the system.

Anti-resonance
ω

Figure 4: Total response due to 3 modes (by Pascal [5])

 
In the case of an analysis with one unique output point, at each frequency the terms pf k  are sorted in
a descending order and the i first ones are used to build a set named Si . The MTEi is then build for the
observation point j by writing:
 
 
MTEi = pjf −
X j
j
 
pf 
k (14)
 k∈Si 

P  2
In the case of an analysis with multiples output points, at each frequency the terms j pjf k  are sorted in a

descending order and the i first ones are used to build the Si set. The MTEi is then build for the observation
points selected by writing:
 2
 
X j X j 
MTEi = p − pf  (15)
 f k
j  k∈Si 

To characterize the frequency transition by the mean level of acoustic pressure, this paper proposes the
calculation of MTEi on four points randomly taken in the cavity as shown in figure 5.
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Figure 5: Example of MTEi

The figure 5 shows how the overall response can be approached by the truncated response, using few
(3, 5, 8 or 10) participations. The shapes of the curves remain the same whatever the number of partic-
ipations considered, and this proves the robustness of the indicator. The LF - MF transition appears when
the vibro-acoustic behavior induces a level of error more important than an acceptable fixed threshold.

4.2 The Noise and Vibration Harshness performances

It is possible to define a level of performance for each frequency band. The minimum level of performance
is set by the vibro-acoustic specifications. It reflects the fulfillment of the needs expressed by the customer.
Performance indicators are then necessary to quantify the level achieved on each frequency range.

4.2.1 The performance on the Very Low Frequency range

On the VLF range, the number of modes is low, but the deformation amplitudes can be relatively important. It
is essential to control the resonances on this range by filtering techniques for example, otherwise interactions
with the human being modes can be critical.
Very Low Frequency phenomena can be arranged on a graph as shown in Table 1, which reveals interactions
between subsystems.

Table 1: Very Low Frequency modes in the automotive field

Since this work is focused on the car body, a special attention is dedicated to the bending and torsional
frequencies. The scope will then be to translate the appearance of bending and torsion as high as possible
on the frequencies axis. This will separate the car body sensitive modes from the suspension and powertrain
modes.
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4.2.2 The performance on the Low Frequency range

The level of performance on this frequency range is strongly linked to the design of input points, transfer
paths and output points. In the automotive case, the performance is expressed as the pressure level at the
passengers ears for an excitation applied to the system as seen previously. An average on the one-third octave
bands is done for each of these curves, and gives comparable average levels as shown in figure 6.

Figure 6: Example of one-third octave FRF average

5 Application to the lightweight design context

5.1 Overview of the models

The models presented in this section and used to validate the relevance of transition and performance indi-
cators are simplified finite element models of a Citroën C3. The original model is a finite element body in
white as shown in Figure 7. This model has a mass of 284.03kg and 1, 150, 000 degrees of freedom. It is
coupled to a cavity with approximately 79, 000 degrees of freedom.

Figure 7: Original Finite Element Model

Introducing two main simplifications, four simplified models are created:

• a Steel Simplified Body in White (SSBW) model;

• an Aluminum Simplified Body in White (ASBW) model;

• a Carbon fiber reinforced Composites Simplified Body in White (CCSBW) model;

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• and a model with a Carbon fiber reinforced composite frame and Sheet molding compound composites
panels (SCSBW)

The first simplification consist to represent the hollow sections by rectangular section beams. The param-
eters of inertia for these equivalent beams are extracted from the original finite element model using the
design software Visual Crash Studio (VCS). The parameters for each beam section are then reported on the
simplified model as illustrated in Figure 8.

Figure 8: Beams parameters extraction

The second simplification consist to model the car body panels with orthotropic behavior. This new modeling
allows the consideration of both ribbed panels and panels in composite materials with an orthotropic behavior
as shown in Figure 9.

Figure 9: Modeling panels of the simplified models

These simplifications lead to the construction of the SSBW, as shown in Figure 10. This model essentially
made of a beams frame and panels, has a mass of 284.42kg and 200, 000 degrees of freedom. The cavity
attached to this model has 68, 000 degrees of freedom.

Figure 10: Steel Simplified Body in White

The ASBW, CCSBW and SCSBW models are obtained from SSBW replacing steel by aluminum in the first
case, carbon fiber reinforced composite material (50K Vinyl ester) in the second case. In the final case,
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the frame is replaced by carbon fiber reinforced composite material (50K Vinyl ester) and the panels by
SMC (Sheet Molding Compound) composite material. The following Table 2 summarizes the mechanical
properties of the used materials.

Steel Aluminum Carbon composite SMC

E[M P a] 210, 000 70, 000 65, 000 18, 000
ν 0.3 0.3 0.3 0.3
ρ[kg/m3 ] 7, 850 2, 850 1, 540 1, 900

Table 2: Material’s properties

The criterion used for the substitution of material is to have an iso-bending stiffness for the
 same volume.
This implies for the beam having equal values of EI, and for panels equal values of Eh / 12(1 − ν 2 ) . In
3


the last expressions, E is the Young’s modulus of the considered material, I is the moment of inertia of the
beam, h is the panel thickness and ν Poisson’s ratio of the material. This approach leads to four models with
masses summarized in table 3.
SSBW ASBW CCSBW SCSBW
M ass[kg] 284.42 263.35 156.86 184.43

Table 3: Masses corresponding to the different models

It would be possible to optimize the orientation of the carbon fibers to ensure a given performance (the
torsional frequency for example), but this work is limited to a homogeneous configuration, similar to the
case of steel with the exception of the orthotropic panels which must take into account the effect of the ribs.

5.2 Frequencies transition on the models

The need to identify the VLF - LF transition is marginal, because the performance on the VLF band is
essentially defined by the torsional and bending frequencies. On another side, the LF - MF transition is very
important as it validates the use of the modal methods. The identification of the LF - MF transition is based
on the application of the MTEi indicator.

5.2.1 Application of the MTE3 indicator

To analyze the LF - MF transition, the parameter i is fixed to the value 3. The construction of the MTE3
indicator is based on a vibro-acoustic frequency response function computed between 0 and 1000Hz by
modal approach. The modal basis is calculated between 0 and 1500Hz. The number of modes extracted for
each model is presented in table 4.

SSBW ASBW CCSBW SCSBW

Extracted modes 3395 2460 1660 2719

Table 4: Number of extracted modes between 0 and 1500Hz for the different models

The figure 11 shows the MTE3 curves, for SSBW, ASBW, CCSBW and SCSBW models. The curves (like all
those presented in this study) start at the first natural frequency of the structure, minus twice the bandwidth
at −3dB. This consideration allows taking into account dynamic effects, ignoring the static effects.
The curves show a low level of error in the first part of the response. This behavior which consists in
describing accurately the response by few modal participation fractions defines the low frequencies band.
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Figure 11: MTE3 on each model

For a maximum acceptable error between the global and approximate responses fixed at 2dB, the LF - MF
transition appears at 162Hz for the SSBW, at 165Hz for the ASBW, 68Hz for the CCSBW and at 59Hz for
the SCSBW.

5.2.2 Application of the modal overlap factor

For the application of the MOF, a modal analysis are computed for the different models. This analysis gave
the modal density data. The damping data are extracted from the PSA Peugeot Citroën data basis. The figure
12 shows the curves of modal overlap factor for the models SSBW, ASBW, CCSBW and SCSBW.

Figure 12: MOF on each model

On the curves are highlighted the frequencies corresponding to the condition MOF=1, proposed by Lesueur
[3]. This graph shows a curve of MOF on the ASBW model lower than the SSBW one. This result is coherent
as the number of extracted modes on the ASBW model is smaller than the SSBW one. The CCSBW model has
the smallest number of modes, and therefore the lowest level of MOF. Finally SCSBW model has a number
of modes between the SSBW and the ASBW ones, but a different distribution of these modes on the frequency
band. The MOF=1 condition is then achieved earlier on this model.
Following the definition gave by the proposed condition, the HF range should start at 108Hz on SSBW,
123Hz on ASBW, 157Hz on CCSBW and 93Hz on SCSBW.
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5.3 Performance on the frequency ranges

5.3.1 Performance on the VLF range

The performance on the VLF range are defined as the frequencies where occur the first car body and pow-
ertrain modes. These modes face the excitation sources and the human sensitivity. From the perspective of
this work, this corresponds to control the torsional and bending frequencies on each model, trying to get the
highest possible values. Table 5 presents the results obtained.

SSBW ASBW CCSBW SCSBW

T orsion[Hz] 40.2 37.0 47.8 43.7
F lexion[Hz] 42.5 48.3 46.5 40.9

Table 5: Frequencies of torsional and bending modes

The table shows that for the same order of mechanical properties in terms of the bending stiffness and for
the same used volume, the ASBW model leads to deterioration, about 7.96% for the torsional frequency, and
a gain about 13.64% for the bending frequency. In the CCSBW case, these considerations lead to a gain on
torsional and bending frequencies about 18.9% and 9.41% respectively. Finally, the SCSBW case leads to a
gain about 8.7% for torsional and deterioration about 3.76% for the bending frequency respectively.

5.3.2 Performance in the LF range

The LF performance is defined by the raised pressure level at the passenger’s ears, for a given excitation
applied to the structure. The Figure 13 presents for a unit module force applied to the connecting torque rod
in the X direction, the pressure levels on SSBW, ASBW, CCSBW and SCSBW. The figure 14 presents for the
same models and the same excitation sources, an average on the one-third octave band which facilitates the
comparison between the models.

Figure 13: FRF for each model

The graphs show a similar shape of the curves along the frequency axis. The figure 13 underscores how the
first deformation modes are moved from a model to another. When the frequency increases, the modes are
more overlapped, especially on the SSBBW which has the biggest number of modes on the considered range.
The figure 14 allows an easier comparison of the pressure levels. It is easy to see that ASBW, CCSBW and
SCSBW models are lighter than the SSBW model, and lead to a higher level of noise in the cabin. This level
can be corrected by the addition of absorbers and damping treatments, but this will increase the mass. It can
also be corrected by a design change, which is the real challenge.
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Figure 14: Third octave average for each model

6 Conclusion

The lightweight design in the automotive industry requires the definition of all vibro-acoustic needs and their
allocation to the car body organic subsystems. Because the vibro-acoustic behavior of a car body is highly
variable depending on the frequency range considered, it is essential to define some indicators that identify
the frequency transitions and give the level of performance for each band. The standard indicators found
in the literature are rarely suitable for automotive cases. For example, the MF - HF transition proposed by
the condition M OF = 1 clearly does not correspond to the automotive case reality. To overcome these
difficulties, the contribution of this paper is the introduction of new suitable indicators such as MTEi that
allow a fine characterization of the car body behavior. An application is presented on four models of body
in white: steel, aluminum, carbon fiber reinforced composite, and carbon fiber reinforced composite frame
and SMC composite panels. These models built with an iso-rigidity and iso-volume condition highlight the
weight gain, and the changes in terms of frequency transitions and performance on the different ranges.
The next step of this work will involve the establishment of a multi-criteria optimization to find the best
compromise in terms of light weighting, mechanical properties and cost.

Acknowledgements

The authors would like to thank The Marie Curie Foundation which finances this research through the GRES-
IMO Initial Training Network project.

References

[1] K. Ege. La table d’harmonie du piano - Études modales en basses et moyennes fréquences. PhD thesis,
Ecole Polytechnique X, 2009.

[2] B. Elie. Caractérisation vibratoire et acoustique des instruments à cordes - Application à l’aide à la
facture instrumentale. PhD thesis, Université du Maine, 2012.

[3] C. Lesueur. Rayonnement Acoustique des Structures: vibroacoustique, interactions fluide-structure.

Eyrolles, Paris, 1998.

[4] B.R. Mace. Statistical energy analysis: coupling loss factors, indirect coupling and system modes.
Journal of Sound and Vibration, 279(1-2), 2005.
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[5] J. C. Pascal. Vibrations et Acoustique 2. Cours de l’École Nationale Supériere d’Ingénieurs du Mans,
Université du Maine, 2008.

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