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NVH Performance Improvement of a Turbo-Charged GDI 2017-01-2426

Engine based on the Simulation and Experiment Studies Published 10/08/2017

Zhiming Zhang, Weimin Wang, Jiangtao Wang, Jiming Zhang, Yuanda Chen, Wenlong Zhang,
Guofang Yang, Fugui Fan, Wenxiang Zhang, Fengqin Huang, and Xiangwang Li
Dongfeng Motor Corporation

CITATION: Zhang, Z., Wang, W., Wang, J., Zhang, J. et al., "NVH Performance Improvement of a Turbo-Charged GDI Engine based
on the Simulation and Experiment Studies," SAE Technical Paper 2017-01-2426, 2017, doi:10.4271/2017-01-2426.
Copyright © 2017 SAE International

Abstract It’s a four cylinder turbocharged gasoline engine. The main engine
specifications are as Table 1. Due to the larger torque, long stroke, big
In recent years, Turbo-charged GDI technology is more and more
shell surface, the engine NVH performance is critical challenge.
widely used, which can meet the high demand of the engine
performance and efficiency, but the resulting reliability and NVH
Table 1. Main specifications
issues also need to be paid attention to [1]. Traditional NVH
performance improvement is mostly based on the experience design
and repeatable test, which lead to longer development period, high
cost, and also ineffective results.

NVH performance simulations play more important role in engine

vibration and noise prediction along with the development of the
simulation technology[2][3]. The force response analysis is usually
used to evaluate the NVH performance of the engine structure under Engine NVH Performance Target Definition and
the standard excitation. However, dynamic analysis of the crank train, Break Down
valve train, and piston can be carried out based on the AVL software
Figure 1 shows the path form engine to the interior noise, considering
family, also the vibration and airborne noise of whole engine can be
the vehicle NVH requirements, the engine NVH target items are
predicted directly at different speed and load [4].
defined as the following:

The NVH performance of a turbo-charged GDI engine was studied

1. Radiation noise,
based on the simulation and experiment in this paper. Firstly the
2. Mount vibration, focus on the 2nd order and 250~800Hz vibation
engine NVH targets including the airborne noise, mount vibration
and so on are set up, and the targets are broken down into system and 3. Flywheel torque fluctuation
component if possible. Secondly, the mechanism dynamics, engine 4. No abnormal noise
vibration and noise simulations were carried out, and the weaknesses
of the original engine design had been found out. Some appropriate
structural improvements to the main parts and new NVH performance
prediction were done according to the targets of NVH performance.
Then experiment results show that simulation method of radiation
noise OA level prediction is basically correct, and a series of
structural improvement measures are very effective. Some special
problems such as the turbocharger noise were also investigated, and
some remarkable effects have been achieved.

Figure 1. noise transfer path of the engine to interior noise

Introduction
This new 1.4 liter turbocharged direct injection engine has been
developed as a successor to 1.5 to 1.8 liter class NA (naturally
aspirated) engines, and this article particularly reports on the
development process of the NVH performance.
In this paper, the radiation noise is studied simulation and the NVH
tests were carried out. According to the benchmark data, the engine
radiation noise target is defined, considering full speed range, full
load condition.
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Regarding the noise source, transfer path and response control, the
targets should be broken down. Figure 2 shows an example of the
noise target break down. Not all sub targets can be identified by the
corresponding test, and some of the targets will be checked by
simulation. In this paper, the control and improvement of radiation
noise are concerned.
Figure 2. NVH target break down
Engine Surface Velocity Prediction based on the
Multi-Body Dynamics and FEA
Figure 3 shows the process of the engine surface velocity analysis
based on the multi-body dynamic (MBD) and FEM. Cylinder
pressure is from the 1D engine performance analysis. Firstly the
dynamic analysis is carried out to get the excitation at different speed.
Meanwhile the engine FE model is built. The engine surface velocity
is calculated by the forced response analysis. At last the engine
airborne noise is calculated based on the BEM method [4, 5].
Figure 3. engine surface velocity calculation process
FE Model Introduction
Regarding the powertrain FE model, the block, cylinder head, oil pan,
chain cover, cylinder head cover, auxiliaries, intake manifold, exhaust
manifold, gearbox shell are included, which is seen in Figure 4. The
mesh is composed of the solid and shell elements. Bolt is simplified
into BEAM element.
Figure 4. engine FE model
There are about 2 million nodes of the FE model in all. In order to
short the calculation time, model reduction method is used [6], also
can obtain the enough accuracy.
The basic characters of the FE model are seen in Table 2.
Table 2. basis characters of the FE model
Engine Model Analysis and Frequency Distribution
Manage
Before the engine surface velocity calculation, modal frequency
analysis of engine and components are carried out, which reaching
the target is the precondition of the engine surface velocity analysis.
Through the modal analysis, the weak point is identified.
Modification is required to improve the modal frequency. Figure 5
shows the modal frequency distribution of this engine.
Figure 5. modal frequency distribution
Excitation Loads Analysis based on Multi-Body Dynamic
In this paper, the multi-body dynamic analysis is carried out to get the
excitation for the engine at different speed, including the Crank train
dynamic analysis, piston dynamic analysis and valve train dynamic
analysis. The full load case is taken into account.
1. Crank train dynamic analysis
the crank train stiffness can be evaluated with the modal results.
Torsional vibration and flywheel speed irregularity were
checked.
2. Timing driving dynamics
the dominant loads are the valve seating impact force, cam
bearings bearing load, the spring seat force, fixed bolt force
from the chain plate and tensioner.
For example, Figure 6 and Figure 7 show the exhaust cam bearing
force and exhaust valve seat force, which are parts of the vibration
excitations.
Figure 6. exhaust cam bearing force
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4. Simulation case
Full load operation case were calculated, from 1000 rpm to rated
speed, step is 500 rpm

Engine Surface Velocity Analysis and Evaluation

Figure 10 shows the engine surface normal velocity level results, at
5000rpm, full load condition. Frequency range is 500~3000Hz.The
surface vibration level definition is

Figure 7. exhaust valve seat force (1)

3. Piston dynamic analysis LV: normal surface velocity level, dB

piston slap force to the linear is obtained, which is one type of
the excitations for the vibration simulation. V: normal surface velocity, m/s

Engine Vibration Calculation Model V0: reference velocity, 5×10-8m/s

The model is based on AVL-excite power unit [5], as seen in Figure 8.
From the results, it can be seen that the surface velocity level of the
head cover, oil pan, chain cover, intake manifold is much higher. The
maximum value of the cylinder head surface velocity level is 116dB,
and also the velocity level of much area is more than guide line
110dB.

Figure 10. engine surface velocity level at rated speed

Figure 8. vibration simulation model In addition, from the results, the main order and 500Hz acceleration
of the engine mounts meets the requirements of the vehicle limits.
Therefore, the improvement of the NVH performance of the engine is
mainly focused on the noise improvement.

NVH Target Monitor

In this phase, NVH target should be checked and evaluated, including
the engine target and break down items. The engine radiation noise is
not achieved, also the main source are identified, such as the chain
cover, head cover and so on.

Figure 9. cylinder pressure Structure Optimization based on the Simulation

According to the calculation results of the engine surface vibration,
Main contents are as the following:
the main critical components are intake and exhaust manifold,
cylinder head cover, oil pan, the front end of the shell.
1. Loads
Cylinder pressure is the input as seen in Figure 9. Therefore, the structure improvement is focused on the critical
valve train force and piston force are considered, which are all components [8]. The countermeasures are taken as shown in Table 3.
from the dynamic simulation results. The improvement is mainly realized by the following methods:
2. Model reduction models [6] increasing the structural dynamic stiffness, improving the modal
The stiffness, mass, freedom information is included. frequency, improving the stiffness of the thin-shell parts and reducing
the surface area of the radiation.
Crank train is included in the vibration model.
3. Connection elements
Mount and bearing connection are considered.
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Table 3. countermeasures of the noise issue range above 630Hz decreased significantly. Among them, in the
1000Hz-4000Hz frequency segment decreased significantly, the
largest decline reached 20dB.

As an example, Decoupled bolt of the head cover is one of the

efficient countermeasures, as seen in Figure 11. Figure 13. the normal surface velocity level comparison of the front side point

Figure 11. decoupled bolt Figure 14. the normal surface velocity level comparison of the top side point

Simulation Prediction of the Surface Velocity Level When all the measures are implemented, Figure 15 shows the
comparison of the normal surface velocity level between the base
Improvements
design and improvement. The velocity of the head cover, hot end and
Based on the design optimization, the FE model is rebuilt and model
oil pan is significantly reduced.
reduction and vibration simulation is carried out again.

Generally many comparisons could be carried out to identify the

efficient countermeasures.

As an example Figure 12 shows the velocity improvement of the

surface velocity of the decoupled bolt [9] [10]. It is clear that the
normal surface velocity of the head cover is significant improved.

Figure 15. surface level comparison

Simulation Prediction of the Sound Pressure Level

Improvement
Based on the Boundary Element method, the engine sound pressure
Figure 12. comparison of the surface velocity level with/without decoupled level is calculated.
head cover bolt
4 microphone points are set according to DIN standard in calculation.
Some points on the head are chosen to validate the exact
The location of the measuring point is the 1m of the central surface of
improvement of the decoupled bolt. At the rated speed, the normal
each side of the engine, and the definition method is consistent with
surface velocity level results of the 1/3 octave frequency for different
the test point arrangement.
cylinder head cover measuring points are compared (Figure 13,
Figure 14). As can be seen from the figure, the vibration velocity
level 1/3 octave frequency of each measuring point in the frequency
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agreement with the noise source identification in the NVH bench test,
which indicates that the lower end of the chain shell is a large noise
source, which provides an improved direction for noise improvement.

The improvement of the vibration velocity caused by the isolated bolt

is also well verified. Figure 19, Figure 20 show the velocity level test
comparisons. At the rated speed, almost 5 dB decreased which is
close to the simulation. The simulation results are well verified.

Figure 16. sound pressure prediction

Figure 16 shows the comparison of the engine sound pressure in 3rd

octave band frequency range. The 4 points average sound pressure
OA level reduced 3.7dB (A), especially between 1000 to 2000 Hz.
According to the simulation results, it can be seen that the
improvement of the structure of the engine is significant.

Figure 19. velocity test comparison of front side point (with /without
Engine NVH Test Analysis and Improvement decoupled bolts)

Engine NVH test is carried out with DIN standard, in a semi anechoic
room as shown in Figure 17.

Figure 20. velocity test comparison of top side point (with /without decoupled
bolts)

Figure 17. NVH test bench
Validation of the Noise Source and Surface Velocity
Noise identification test was used to confirm the weak point, also
could validate the simulation results [11] [12].Combustion and
mechanical noise should be analyzed [13].
Comparison of the Simulation and Measurement
Regarding the radiation noise, the surface normal velocity is related
directly, especially the thin-shell components, so the surface velocity
is compared as seen in figure 22. The simulation results are closed to
the test except B1 (oil pan point), which is due to the fact that the
damping effect of the oil was not considered in the simulation.

Figure 21. measured points

Figure 18. comparison of the simulation and test

Engine surface velocity simulation analysis can be used to predict the

contribution of the parts to radiation noise. As shown in Figure 18.
CAE predicts that the radiation noise of the chain shell is in good
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Figure 22. surface velocity comparison with test
Sound Pressure Level Test of the Improved Engine
Through the analysis of the engine airborne noise, the effect of the
radiation noise can be predicted more accurately, which can also
provide the basis for the development of the NVH target.
After the improvement of the engine radiation noise prediction and
the improvement measures have certain improvement effect, the
improved prototype trial. After the completion of the trial, the engine
was installed. 1 meter radiation noise and vibration was tested again.
The effect of each countermeasure is confirmed in the NVH test, As
an example, Figure 23shows the effect of the decoupled head cover
bolts, It can be seen that 1.2dB (A) decreased at the rated speed.
Figure 23. Comparison of OA sound pressure level with or without decoupling
bolt
Figure 24 shows the final engine noise test results with all the
countermeasures implemented.
Figure 24. sound pressure noise test comparison
The other engine speed of 1 meters SPL also decreased significantly,
4dB (A) decreased at 1750rpm. The improved engine achieves a
better noise level.
According to the simulation, at 5000rpm, 3.7 dB (A) improved of the
4 point average OA sound pressure level. It can be seen that the
improvement of sound pressure of the engine is significant.
It can be seen from the test results that at rated speed 5000 rpm, the
noise level of the 4 point average is reduced by 3dB (A), which is
very close to the simulation result of 3.7 dB (A) as seen in figure 25.
Figure 25. Radiation noise correlation at rated speed
The test results also confirmed the improvement of the simulation
results, indicating that the CAE method can play a guiding role in the
improvement of the engine NVH performance. At the same time, the
experimental results are nearly consistent with the simulation results,
which can meet the requirements of vehicle limits.
Conclusions
1. The simulation model of the whole machine vibration is
established by the couple of multi-body dynamics and finite
element method. Based on the analysis of the surface vibration
calculation results, the structural weakness of the engine is
found, and the structure improvement is designed. The boundary
element method (BEM) is used to calculate the radiation noise
of the engine [14] [15]. The simulation results show that the
proposed method can effectively reduce the radiation noise
3.7dB (A).
2. After the simulation results are used to confirm the effect of
improving the engine noise level, the prototype is tested. The test
results show that the improved engine radiated noise decreases
by 3dB (A), which is very close to the simulation results. The
results show that the improved measures based on the simulation
prediction can effectively reduce the engine noise, and only
through one round of improved design and trial production, a
good NVH performance improvement effect is achieved.
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Contact Information
Zhiming Zhang
Mail address: No.663 Zhushan Lake Road Wuhan Economic and
Technology Development Zone Hubei, China
zhangzm@dfmc.com.cn

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