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net/publication/275224816

Application of the Hybrid FE-SEA Method to Predict Sound Transmission

Through Complex Sealing Systems

Article  in  SAE International Journal of Passenger Cars - Mechanical Systems · June 2011

DOI: 10.4271/2011-01-1708

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Julio A. Cordioli Márcio Calçada

Federal University of Santa Catarina General Motors Company
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Volvo Car Corporation
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 11NVC-0190

Application of the Hybrid FE-SEA method to predict sound

transmission through complex sealing systems
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Copyright © 2011 SAE International

ABSTRACT
Currently, the use of numerical and analytical tools during a vehicle development is extensive in the automotive
industry. This assures that the required performance levels can be achieved from the early stages of
development. However, there are some aspects of the vibro-acoustic performance of a vehicle that are rarely
assessed through numerical or analytical analysis. An example is the modeling of sound transmission through
vehicle sealing systems. In this case, most of the investigations have been done experimentally, and the
analytical models available are not sufficiently accurate. In this paper, the modeling of the sound transmission
through a vehicle door seal is presented. The study is an extension of a previous work in which the applicability
of the Hybrid FE-SEA method was demonstrated for predicting the TL of sealing elements. A numerical
validation of simplified Hybrid FE-SEA model is performed, which is followed by the application of the
method to the TL of a car door seal. A full non-linear deformation/contact analysis is used to estimate the
deformed geometry of the door seal in real conditions. The geometry is then used in a vibro-acoustic analysis to
predict the in-situ transmission loss of the seal using a local Hybrid FE-SEA model. The channel between the
door and the car structure where the seal is located is also included in the analysis. Results for the transmission
loss are compared with experimental data, showing a good correlation.

INTRODUCTION
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Page 1 of 15
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Figure 1 - Cross-section of a typical car door seal installation [1].

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SOUND TRANSMISSION LOSS OF SEALING SYSTEMS

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Page 2 of 15
 , (1)

3"#.#$

, (2)

while the incident power in a DAF can be calculated as

(3)

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.#*#-+#.$'-)#$&,)$(/$#'(-0&(#$("#$!X$/6$("#$';'(#09$

Figure 2 - Schematic representation of the sound transmission through a sealing system.

HYBRID FE-SEA MODELS

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Page 3 of 15
'/%+-,5$("#$1./8%#09$G,$3"&($6/%%/3'2$("#$*/00#.*-&%$'/6(3&.#$\@$[,#$3&'$4'#)$(/$*.#&(#$("#$T;8.-)$AMH
:M@$0/)#%'$CBBD9$

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Figure 3 - Schematic representation of the Hybrid FE-SEA model of the channel.

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';'(#0$3-("$,/$*"&,,#%9$

Figure 4 - Schematic representation of channel and seal Hybrid FE-SEA model.

Page 4 of 15
NUMERICAL VALIDATION

CHANNEL TRANSMISSION LOSS

A simplified channel of regular dimensions w = 0.02 m, b = 0.06 m and L = 0.2 m was initially considered, and
the transmission loss was calculated for the frequency range of 100 to 4000 Hz. Both the FE acoustic mesh in
the Hybrid FE-SEA model and the BEM mesh were created so that at least five elements were defined across
the slit width. This also ensures a minimum of 6 elements per acoustic wavelength. The first step of the solution
of the Hybrid FE-SEA model is the calculation of the modes for the FE acoustic subsystem. It is important that
a minimum number of modes are included in the analysis to obtain convergence of the results. A total of 440
modes were obtained up to 20kHz and were considered in the model. Once the modes are available, the full
solution was performed and the transmission loss calculated. The solution of the Hybrid model was around 50
times faster than the BEM model. The Hybrid FE-SEA model and the BEM model used for the analysis are
shown in Fig. 5, while the calculated transmission loss is shown in Fig. 6. In general, a very good agreement
between Hybrid and BEM results can be observed, with results within 1.5 dB. The hybrid model slightly over
predicts the transmission loss at low frequencies where the limited length of the channel affects each model
differently.

a) b)

Figure 5 - Hybrid FE-SEA and BEM model of a simplified channel.

Figure 6 - Sound transmission loss of a simplified channel. Hybrid FE-SEA model versus a BEM model.

Page 5 of 15
SEAL TRANSMISSION LOSS
The next step was to compare the numerical result for a simplified seal without the channel. The following
dimensions for a rectangular seal were assumed: w = 0.02 m, b = 0.018 m, L = 0.2 m, and wall thickness of
2 mm. The Hybrid FE-SEA model and the FE-BEM model used to predict the seal TL are given in Fig. 7. The
seal was represented in both models as a FE structural subsystem with physical properties for a foam rubber
(E = 2.3 MPA, ! = 370 Kg/m3, " = 0.4 and # = 0.1). Pinned boundary conditions were applied to the nodes on
the surface of the seal in contact with the channel walls. The interior cavity of the seal was included as a FE
acoustic subsystem. In the Hybrid FE-SEA model, the source and receiver side were represented as SEA fluids,
which were coupled to the FE structural mesh through Hybrid junctions, and the a Hybrid DAF was used as the
excitation. A total of 1318 modes for the FE structural subsystem (seal) and 73 modes for the FE acoustic
subsystem were used in the analysis. The results for the seal TL from each model are compared in Fig. 8 and an
excellent agreement can be observed between the Hybrid FE-SEA and the BEM model.

Figure 7 - Hybrid FE-SEA model and BEM model of a rectangular seal.

Figure 8 - Transmission loss of rectangular seal – Hybrid FE-SEA vs BEM.

Page 6 of 15
EXPERIMENTAL VALIDATION

PROBLEM DESCRIPTION
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0/)#%$*/4%)$&%'/$8#$+&%-)&(#)$'#1&.&(#%;9$

Figure 9 - Geometry of the car door sealing system considered in the analysis.

HYBRID FE-SEA MODELS

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Page 7 of 15
 Figure 10 - Hybrid FE-SEA model of the car door channel.

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A-59$BB9$R/.#$)#(&-%'$/,$("#$&11./&*"$&.#$&+&-%&8%#$-,$CBLD9$

Figure 11 - Undeformed and deformed geometry of the seal.

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)#6/.0#)$&,)$4,)#6/.0#)$'#&%$8#-,5$#+&%4&(#)$-'$("#$5#/0#(.;b$&%("/45"$-($-'$%-7#%;$("#$)#6/.0#)$'#&%$
3-%%$"&+#$)-66#.#,($'(-66,#''$)4#$(/$("#$-,(#.,&%$'(.#''9$@$(/(&%$/6$BPUN$'(.4*(4.&%$0/)#'$&,)$NP_$&*/4'(-*&%$
0/)#'$3#.#$*/,'-)#.#)$-,$("#$&,&%;'-'9$!"#$.#'4%('$6/.$("#$(.&,'0-''-/,$%/''$/6$("#$*"&,,#%$&,)$'#&%$&.#$
*/01&.#)$3-("$#?1#.-0#,(&%$.#'4%('$-,$("#$6/%%/3-,5$'#*(-/,'9$

Page 8 of 15
 Figure 12 - Hybrid FE-SEA model of sealing system (channel and seal) of a vehicle.

SEAL PHYSICAL PROPERTIES

G,$/.)#.$(/$#?1#.-0#,(&%%;$+&%-)&(#$("#$T;8.-)$AMH:M@$0/)#%'$/6$("#$*"&,,#%$&,)$'#&%2$-($-'$,#*#''&.;$(/$
6-.'($/8(&-,$("#$1";'-*&%$1./1#.(-#'$/6$("#$'#&%$0&(#.-&%9$!"#'#$1./1#.(-#'$&.#$&%'/$,#*#''&.;$(/$1#.6/.0$
("#$,/,H%-,#&.$E4&'-H'(&(-*$&,&%;'-'$4'#)$(/$/8(&-,$("#$)#6/.0#)$'"&1#$/6$("#$'#&%9$@$8.-#6$)#'*.-1(-/,$/6$
("#$#?1#.-0#,(&%$1./*#)4.#$-'$)#'*.-8#)$8#%/39$

!"#$'#&%$-'$*/01/'#)$/6$(3/$0&(#.-&%'S$("#$'#&%-,5$#%#0#,($<("#$1&.($-,*%4)#)$-,$("#$T;8.-)$AMH:M@$
0/)#%$-,$A-59$BJ=$-'$0&)#$/6$&$(;1#$/6$.488#.$6/&02$3"-%#$("#$8&'#$/6$("#$'#&%2$3"-*"$-'$&((&*"#)$(/$("#$*&.$
6.&0#2$-'$*/01/'#)$/6$&$04*"$"&.)#.$.488#.9$:-,*#$("#$8&'#$/6$("#$'#&%$-'$#?1#*(#)$(/$8#$6-.0%;$&((&*"#)$
(/$("#$*&.$6.&0#$&,)$,/($-,(#.6#.#$/,$("#$'/4,)$(.&,'0-''-/,2$("#$6/*4'$3&'$/,$)#(#.0-,-,5$("#$1";'-*&%$
1./1#.(-#'$/6$("#$6/&0$.488#.9$!"-'$(;1#$/6$0&(#.-&%$*&,$8#$#?1#*(#)$(/$)-'1%&;$&$+-'*/#%&'(-*$8#"&+-/.$
&,)2$("#.#6/.#2$("#$@:!R$M^NUHPN$CBND$3&'$4'#)$(/$*"&.&*(#.-F#$("#$0&(#.-&%9$!"#$(#'($0#("/)$-'$8&'#)$
/,$0#&'4.#0#,('$/6$6.#E4#,*;$.#'1/,'#$64,*(-/,'$<AcA=$/6$&$*&,(-%#+#.$8#&0$3-("$&,)$3-("/4($
+-'*/#%&'(-*$0&(#.-&%9$!"#$1";'-*&%$1./1#.(-#'$/6$("#$+-'*/#%&'(-*$0&(#.-&%$&.#$%&(#.$#'(-0&(#)$8;$4'-,5$&,$
&,&%;(-*&%$6/.04%&(-/,$6/.$("#$)-'1%&*#0#,($6-#%)$3-("-,$("#$8#&09$!".##$'&01%#'$/6$6/&0$.488#.$3#.#$*4($
6./0$("#$'#&%$&,)$&((&*"#)$(/$(3/$-)#,(-*&%$'(##%$8#&0'$<JNP$00$?$BP$00$?$B2N$00=$-,$("#$'&,)3-*"$
*/,6-54.&(-/,$)#'*.-8#)$-,$CBND9$@,$&+#.&5#)$+&%4#$/6$^9P_$RI&$3&'$/8(&-,#)$6/.$("#$a/4,5$R/)4%4'2$
3"-*"$&''40#)$&$I/-''/,$*/#66-*-#,($/6$P9LV$<(;1-*&%$6/.$("-'$(;1#$/6$0&(#.-&%=9$!"#$KXA$)-'1%&;#)$&$
+&.-&(-/,$8#(3##,$P9BN$&,)$P9_2$&,)$&$*4.+#$3&'$6-((#)$(/$("#$.#'4%('$(/$#'(-0&(#$("#$KXA$/6$("#$0&(#.-&%$-,$
("#$6.#E4#,*;$.&,5#$/6$-,(#.#'(#)$<A-59$BQ=9$

Figure 13 - Measured damping loss factor of the seal material.

Page 9 of 15
EXPERIMENTAL PROCEDURE
!"#$'/4,)$(.&,'0-''-/,$%/''$/6$("#$*"&,,#%$3-("$&,)$3-("/4($("#$'#&%$3&'$#?1#.-0#,(&%%;$#+&%4&(#)$&($&$
:/4,)$!.&,'0-''-/,$X/''$'4-(#2$3"-*"$-'$'*"#0&(-*&%%;$'"/3,$-,$A-59$BL9$!"#$+/%40#$/6$#&*"$.//0$-'$
&./4,)$BN^$0Q9$!"#$&,#*"/-*$.//0$0##('$&**4.&*;$*%&''$B$-,$("#$6.#E4#,*;$.&,5#$8#(3##,$BNPTF$&,)$
BP7TF$&**/.)-,5$(/$G:[$Q^LN2$3"-%#$("#$.#+#.8#.&(-/,$.//0$0##('$G:[$Q^LB$&,)$G:[$QNL$.#E4-.#0#,('$
6/.$6.#E4#,*-#'$8#(3##,$BJNTF$&,)$BP7TF9$$

!"#$0#&'4.#0#,('$6/%%/3#)$&$Y#,#.&%$R/(/.'$-,(#.,&%$1./*#)4.#2$3"-*"$-'$0&-,%;$8&'#)$/,$@:!R$MVP$
&,)$:@M$]BLPP9$!"#$&+#.&5#$'/4,)$1.#''4.#$3&'$/8(&-,#)$6./0$6/4.$0-*./1"/,#'$-,$("#$'/4.*#$.//02$
3"-%#$("#$'/4,)$-,(#,'-(;$-,$("#$.#*#-+-,5$'-)#$3&'$0#&'4.#)$4'-,5$&,$-,(#,'-(;$1./8#9$@,$&+#.&5#$+&%4#$
/6$("#$'/4,)$-,(#,'-(;$3&'$/8(&-,#)$8;$1#.6/.0-,5$(3/$'*&,'$<+#.(-*&%$&,)$"/.-F/,(&%$)-.#*(-/,'=$/+#.$&$J$
?$QP$*0$&.#&$-,$("#$.#*#-+-,5$'-)#2$N$*0$6./0$("#$3&%%9$!"#$0#&'4.#0#,('$3#.#$/,%;$&**#1(#)$-6$("#$
)-66#.#,*#$8#(3##,$#&*"$'*&,'$3&'$%#''$("&,$B)O$-,$#&*"$6.#E4#,*;$8&,)9$!"#$-,*-)#,($1/3#.$3&'$
*&%*4%&(#)$4'-,5$ME9$<Q=$&,)$("#$0#&'4.#)$&+#.&5#$1.#''4.#$-,$("#$'/4.*#$.//09$@''40-,5$("#$*"&,,#%$
/1#,-,5$-,$("#$.#*#-+-,5$'-)#$&'$&$%-,#$'/4.*#$&,)$*;%-,).-*&%$3&+#'$(/$.&)-&(#$6./0$-(2$("#$(.&,'0-((#)$
1/3#.$3&'$/8(&-,#)$8;$04%(-1%;-,5$("#$&+#.&5#$-,(#,'-(;$8;$("#$&.#&$/6$"&%6$&$*;%-,)#.$3-("$.&)-4'$/6$N$*0$
&,)$QP$*0$%#,5("9$!"#$1./*#)4.#$-'$'-0-%&.$(/$("&($4'#)$-,$CBUD9$!"#$(.&,'0-''-/,$%/''$3&'$("#,$*&%*4%&(#)$
4'-,5$ME9$<B=$&,)$<J=9$

Figure 14 - Description of the rooms used for the sound transmission loss measurements.

!"#$(#'(#)$'#&%-,5$';'(#0$3&'$1&.($/6$("#$@H1-%%&.H(/H'-)#$)//.$'(.4*(4.#$/6$&$+#"-*%#$&'$'"/3,$-,$A-59$BN9$
!"#$3"/%#$'#($3&'$&8/4($J_*0$%/,52$&,)$-($3&'$(&7#,$6./0$("#$*#,(#.$.#5-/,$/6$("#$@H1-%%&.9$G,$("-'$.#5-/,2$
("#$'#&%$(.&,'0-''-/,$%/''$-'$+#.;$-01/.($(/$*/,(./%$,/-'#$-,)4*#)$8;$&#./);,&0-*$6%/3$<3-,)$,/-'#=$&,)$
(-.#H(/H./&)$-,(#.&*(-/,'$<&-.8/.,#$./&)$,/-'#=9$!"#$3"/%#$';'(#0$3&'$-,'(&%%#)$-,$("#$3-,)/3$8#(3##,$
("#$'/4.*#$&,)$.#*#-+-,5$.//0$/6$("#$!X$'4-(#9$@,$&11./1.-&(#$6-?(4.#$3&'$84-%($-,$/.)#.$(/$0-,-0-F#$
'/4,)$(.&,'0-''-/,$("./45"$6%&,7-,5$1&("'9$!"#$6-?(4.#$3&'$*/01/'#)$/6$&$6%&($'(##%$1&,#%2$3"-*"$3&'$
*%&01#)$(/$&,$&%40-,40$6.&0#2$&,)$*/+#.#)$3-("$'/4,)$8&..-#.$&''#08%;$<:O@=$-,$8/("$'-)#'9$!"#$
-,(#.6&*#'$8#(3##,$("#$:O@$&,)$("#$'#&%-,5$';'(#0$3#.#$&%'/$(.#&(#)$(/$&+/-)$&,;$'/4,)$d%#&7&5#e9$

Page 10 of 15
 Door
Frame

Seal

Figure 15 - Description of the rooms used for the sound transmission loss measurements.

!"#$(#'('$3#.#$1#.6/.0#)$6/.$(3/$*/,6-54.&(-/,'S$3-("$("#$'#&%$-,$("#$*"&,,#%$&,)$3-("/4($("#$'#&%9$A/.$
#&*"$*/,6-54.&(-/,2$("#$'/4,)$1.#''4.#$&,)$'/4,)$-,(#,'-(;$3#.#$.#*/.)#)$&'$)#'*.-8#)$&8/+#9$!"#$(#'($
3-("$("#$'#&%$-,$("#$*"&,,#%$3&'$.#1#&(#)$(3/$(-0#'$-,$/.)#.$(/$+#.-6;$("#$'#,'-8-%-(;$/6$("#$'/4,)$
(.&,'0-''-/,$%/''$)4#$(/$("#$-,'(&%%&(-/,$/6$("#$'#&%$-,$("#$*"&,,#%9$c#'4%('$6/.$("#$';'(#0$!X$3-("$("#$'#&%$
-,$("#$*"&,,#%$&.#$5-+#,$-,$A-59$BU9$!"#$.#1#&(&8-%-(;$/6$(#'($-'$*/,'-)#.#)$5//)2$3-("$)-66#.#,*#'$/6$JHL$)O$$
8#(3##,$0#&'4.#0#,('9$!"#$'/4,)$(.&,'0-''-/,$%/''$/6$#&*"$*/,6-54.&(-/,$<0#&,$+&%4#$6/.$("#$
*/,6-54.&(-/,$3-("$'#&%=$&.#$*/01&.#)$3-("$,40#.-*&%$&,)$&,&%;(-*&%$.#'4%('$-,$("#$,#?($'#*(-/,9$

Figure 16 - Fixture used in the experimental tests.

EXPERIMENTAL AND NUMERICAL RESULTS

!"#$.#'4%('$6/.$("#$'/4,)$(.&,'0-''-/,$%/''$/6$("#$*"&,,#%$&%/,#$&.#$'"/3,$-,$A-59$B^9$@,&%;(-*&%$.#'4%('$
6/.$&,$-,6-,-(#$'%-($3-("$'-0-%&.$)#1("$&,)$&+#.&5#)$3-)("$/8(&-,#)$4'-,5$("#$6/.04%&(-/,$1.#'#,(#)$8;$
Y/08#.('$-,$.#69$CBJ2BQD$&.#$&%'/$-,*%4)#)$-,$A-59$B^9$!"#$T;8.-)$AMH:M@$1.#)-*(-/,$3&'$1#.6/.0#)$4'-,5$
("#$0/)#%$'"/3,$-,$A-59$BP9$@$+#.;$5//)$&5.##0#,($*&,$8#$/8'#.+#)$8#(3##,$("#$T;8.-)$AMH:M@$0/)#%$

Page 11 of 15
&,)$("#$#?1#.-0#,(&%$)&(&9$!"#$&,&%;(-*&%$.#'4%('$'##0$(/$4,)#.$1.#)-*($("#$(.&,'0-''-/,$%/''$&($%/3#.$
&,)$"-5"#.$6.#E4#,*-#'9$!"#$)-'*.#1&,*-#'$&($"-5"#.$6.#E4#,*-#'$0&;$8#$#?1%&-,#)$8;$("#$'-01%-6-*&(-/,$
&''40#)$8;$("#$&,&%;(-*&%$6/.04%&(-/,2$3"-%#$&($%/3#.$6.#E4#,*-#'$("#$#../.$/6$("#$&,&%;(-*&%$1.#)-*(-/,$-'$
#?1#*(#)$(/$8#$)4#$(/$("#$&''401(-/,$/6$&,$-,6-,-(#$'%-(9$!"#$T;8.-)$AMH:M@$0/)#%$1.#'#,('$-('#%6$&'$&,$
-01/.(&,($-01./+#0#,($/+#.$("#$&,&%;(-*&%$6/.04%&(-/,$6/.$("#$*&'#$*/,'-)#.#)9$

$
Figure 17 - Sound transmission loss of the channel.

G,$A-59$B_2$("#$,40#.-*&%$&,)$#?1#.-0#,(&%$'/4,)$(.&,'0-''-/,$%/''#'$/6$("#$'#&%-,5$';'(#0$<*"&,,#%$&,)$
'#&%=$&.#$1.#'#,(#)9$!"#$(.&,'0-''-/,$%/''$/8(&-,#)$4'-,5$&$T;8.-)$AMH:M@$0/)#%$/6$/,%;$("#$'#&%$<:M@$
6%4-)'$&,)$K@A$&.#$)-.#*(%;$*/,,#*(#)$(/$("#$'#&%$3&%%=$&,)$.#'4%('$4'-,5$&$,/)&%$.#1.#'#,(&(-/,$6/.$("#$
'#&%$&.#$&%'/$-,*%4)#)$6/.$*/01&.-'/,9$@5&-,2$("#$,40#.-*&%$.#'4%('$<%&8#%#)$T;8.-)$AMH:M@$H$'#&%`*"&,,#%$
H$0/)&%=$&.#$-,$5//)$&5.##0#,($3-("$("#$#?1#.-0#,(&%$)&(&$6/.$0/'($/6$("#$6.#E4#,*;$.&,5#$*/,'-)#.#)$-,$
("#$&,&%;'-'2$3-("$#../.'$8#(3##,$Q$(/$N$)O$6/.$6.#E4#,*-#'$&8/+#$NPP$TF9$X&.5#$)-'*.#1&,*-#'$*&,$8#$
/8'#.+#)$6/.$6.#E4#,*-#'$8#%/3$NPP$TF2$3-("$("#$,40#.-*&%$.#'4%('$/+#.$1.#)-*(-,5$("#$(.&,'0-''-/,$%/''9$$

@$1/''-8-%-(;$3&'$("&($("#'#$)-'*.#1&,*-#'$3#.#$)4#$(/$("#$%/3$'/4,)$(.&,'0-''-/,$%/''$/6$("#$6-?(4.#$4'#)$
(/$&)&1($("#$'#&%-,5$';'(#0$(/$("#$3-,)/3$8#(3##,$*"&08#.'$-,$("#$#?1#.-0#,(&%$(#'('9$G,$/.)#.$(/$
-,+#'(-5&(#$("-'$";1/("#'-'2$&$E4-*7$:M@$'-04%&(-/,$/6$("#$(.&,'0-''-/,$%/''$/6$&$1&,#%$3-("$'-0-%&.$
1./1#.(-#'$<B$00$'(##%$1%&(#$3-("$:O@$/,$8/("$'-)#'=$3&'$1#.6/.0#)$&,)$("#$.#'4%('$&.#$'"/3,$-,$A-59$BN$
<.#'4%('$.#6#..#)$&'$f3-,)/3f=9$G,)##)2$-($*&,$8#$'##,$("&($8#%/3$NPP$TF$("#$(.&,'0-''-/,$%/''$/6$("#$
'#&%-,5$';'(#0$-'$04*"$"-5"#.$("&,$("#$1&,#%2$*/,6-.0-,5$("#$-,-(-&%$#?1%&,&(-/,9$

!"#$'/6(3&.#$4'#)$-,$("#$&,&%;'-'$&%%/3'$("#$'/%4(-/,$/6$&$AM$'48';'(#0$8;$(3/$0#&,'S$&$0/)&%$&11./&*"$
&,)$&$,/)&%$&11./&*"$<)-.#*($0#("/)=9$:-,*#$("#$0&(#.-&%$/6$("#$'#&%$-'$+#.;$'/6(2$("#$,408#.$/6$'(.4*(4.&%$
0/)#'$-,$("#$6.#E4#,*;$.&,5#$/6$&,&%;'-'$*&,$8#$*/,'-)#.&8%;$"-5"2$-,*.#&'-,5$("#$*/014(&(-/,&%$*/'('9$G,$
'4*"$*&'#'$<"-5"$,408#.$/6$0/)#'=2$("#$)-.#*($0#("/)$0&;$8#$&,$&%(#.,&(-+#$(/$.#)4*#$("#$'/%4(-/,$(-0#9$
c#'4%('$6/.$("#$,/)&%$&11./&*"$&.#$&%'/$'"/3,$-,$A-59$B_2$&,)$&.#$+#.;$'-0-%&.$(/$("#$0/)&%$&11./&*"9$
:/0#$)-66#.#,*#'$&.#$/8'#.+#)$-,$%/3#.$6.#E4#,*-#'$<8#%/3$("#$6-.'($0/)#$/6$("#$'#&%$&./4,)$_PP$TF=2$
3"-*"$&.#$8#%-#+#)$(/$8#$)4#$(/$("#$%&*7$/6$'(.4*(4.&%$0/)#'$-,$("#$0/)&%$&11./&*"9$

!"#$&,&%;'-'$/6$("#$.#'4%('$&%'/$*/,6-.0'$("#$*/,*%4'-/,'$6./0$.#69$CND$/,$("#$#66#*($/6$("#$*"&,,#%$(/$("#$
(.&,'0-''-/,$%/''$/6$("#$'#&%-,5$';'(#09$!"#$*"&,,#%$*/,'-)#.&8%;$.#)4*#)$("#$(.&,'0-''-/,$%/''$/6$("#$

Page 12 of 15
';'(#02$&,)$("#.#6/.#2$,/($&**/4,(-,5$6/.$("#$*"&,,#%$0&;$%#&)$(/$#../.'$/6$0/.#$("&,$BN$)O$6/.$0/'($/6$
("#$6.#E4#,*;$.&,5#$/6$("#$&,&%;'-'9$$

$
Figure 18 - Sound transmission loss of the sealing system (channel and seal).

SUMMARY/CONCLUSIONS
!"#$&11%-*&(-/,$/6$("#$T;8.-)$AMH:M@$0#("/)$(/$#'(-0&(#$("#$'/4,)$(.&,'0-''-/,$%/''$/6$*/01%#?$'#&%-,5$
';'(#0'$3&'$)#0/,'(.&(#)9$!"#$,40#.-*&%$&11./&*"$-,*%4)#'$8/("$("#$'#&%2$&'$&$AM$'(.4*(4.&%$'48';'(#02$
&,)$("#$*"&,,#%$<*&+-(;$8#(3##,$("#$)//.$&,)$@H6.&0#=2$&'$&$AM$&*/4'(-*&%$'48';'(#02$3"-%#$("#$'/4.*#$
&,)$.#*#-+-,5$'-)#'$&.#$.#1.#'#,(#)$8;$:M@$6%4-)$'48';'(#0'9$T;8.-)$AMH:M@$0/)#%'$/6$*"&,,#%$&,)$'#&%$
3-("$'-01%-6-#)$5#/0#(.;$3#.#$'#1&.&(#%;$+&%-)&(#)$&5&-,'($,40#.-*&%$.#'4%('$/8(&-,#)$4'-,5$OMR9$!"#$
,40#.-*&%$1./*#)4.#$3&'$("#,$&11%-#)$(/$("#$'#&%-,5$';'(#0$/6$&$*&.$)//.9$!"#$1";'-*&%$1./1#.(-#'$/6$("#$
)//.$'#&%$3#.#$/8(&-,#)$("./45"$#?1#.-0#,(&%$(#'('2$&,)$("#$,40#.-*&%$.#'4%('$3#.#$*/01&.#)$3-("$
#?1#.-0#,(&%$(.&,'0-''-/,$%/''$6/.$("#$*"&,,#%$&%/,#$&,)$("#$*"&,,#%$&,)$("#$'#&%9$!"#$T;8.-)$AMH:M@$
0/)#%$/6$("#$*"&,,#%$)-'1%&;#)$&$+#.;$5//)$&5.##0#,($3-("$#?1#.-0#,(&%$.#'4%('b$3-("$)-66#.#,*#$&./4,)$
JHQ$)O$6/.$("#$3"/%#$6.#E4#,*;$.&,5#$/6$&,&%;'-'9$@$5//)$&5.##0#,($3&'$&%'/$/8'#.+#)$8#(3##,$("#$
";8.-)$0/)#%$/6$("#$3"/%#$'#&%-,5$';'(#0$<*"&,,#%$&,)$'#&%=$&,)$#?1#.-0#,(&%$(.&,'0-''-/,$%/''$6/.$
6.#E4#,*-#'$&8/+#$NPP$TF2$3-("$#../.$&./4,)$QHN$)O9$X&.5#.$)-'*.#1&,*-#'$3#.#$/8'#.+#)$6/.$6.#E4#,*-#'$
8#%/3$NPP$TF2$&,)$-($3&'$'"/3,$("&($("#$)-'*.#1&,*-#'$3#.#$)4#$(/$("#$%/3$(.&,'0-''-/,$%/''$/6$("#$
'(.4*(4.#$4'#)$(/$&)&1($("#$'#&%-,5$*"&,,#%$(/$("#$3-,)/3$8#(3##,$*"&08#.'9$O/("$&$0/)&%$&,)$,/)&%$
.#1.#'#,(&(-/,$/6$("#$'#&%$3&'$4'#)2$3-("$+#.;$'-0-%&.$.#'4%('9$!"#$.#'4%('$&%'/$*/../8/.&(#)$("#$
*/,*%4'-/,'$6./0$.#69$CND$("&($,/($&**/4,(-,5$6/.$("#$*"&,,#%$/,$("#$'-04%&(-/,$/6$("#$(.&,'0-''-/,$%/''$/6$
&$'#&%$';'(#0$0-5"($%#&)$(/$#../.'$/6$0/.#$("&,$BN$)O9$$

REFERENCES
1. J. Park, T. Siegmund and L. Mongeau, “Sound transmission through elastomeric bulb seals”, Journal of
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2. B. Andro, S. chaine, A. Diallo and M. Mermet, “Prediction of sound transmission though automotive door
seal system.” Proceeding of Acoustics 2008, Paris, France, 2008.

Page 13 of 15
3. J. Park, L. Mongeau and T. Siegmund, “Effects of geometric parameters on the sound transmission
characteristics of bulb seals. SAE Technical paper 2003-01-1701, 2003.
4. L. Mongeau and R. Danforth, “Sound transmission through primary bulb rubber sealing systems”, SAE
Technical paper 971903, 1997.
5. J. Cordioli, V. Cotoni and P. Shorter, “Numerical investigation of seals and slits for airborne SEA
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Random Subsystem at High Frequencies,” Journal of the. Acoustical Society of America, 121(2) (2007)
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9. V. Cotoni, P.J. Shorter and R.S. Langley, “Numerical and experimental validation of a finite element –
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CONTACT INFORMATION
Julio A. Cordioli

Mechanical Engineering Department

Federal University of Santa Catarina

Campus Universitário,

Florianopolis - SC, BRASIL,

88040-970
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email: cordioli@emc.ufsc.br

ACKNOWLEDGMENTS
The authors would like to thanks Dr. Pascal Longrais from ESI group for performing the simulations with
Visual-Seal to obtain the deformed shape of the seal used in the work.

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