Optimizing low-
frequency driveline
noise, vibration
and drivability
LMS Engineering services reduce the
booming noise of downsized internal
combustion engines
Benefits
• Provide insights into issues such as
booming, idle vibrations and shock
and jerk
• Find the root causes of low-frequency
driveline NVH issues
• Build accurate and efficient full-
vehicle models for detailed analysis
• Obtain tailored and scalable
solutions, focusing on distinct, client-
specific interests and needs
• Combine test, 1D and 3D simulation
to frontload design decisions
• Transfer methodology and
technology
LMS Engineering also explores the
Summary
In addition to traditional test-based
diagnosis methods, such as transfer
path analysis (TPA) and operational
deflection shapes (ODS) analysis, LMS™
Engineering services develop 1D and/or
3D simulation models with load-
predictive capabilities to better under-
stand the reasons behind low-frequency
driveline noise, vibrations and harsh-
ness (NVH) and drivability issues.
Potential NVH issues include idle vibra-
tions and booming noise, while
drivability issues might involve engine
start-stop vibration, shock and jerk, gear
shift vibration and vehicle launch.
www.siemens.com/plm/lms-engineering
impact of design modifications. The
complexity of these models is scalable
to individual requirements.
Improving fuel economy is a major con-
cern of automotive manufacturers. The
trend toward downsized internal com-
bustion engines (ICEs) has a positive
impact on the vehicle’s fuel consump-
tion, but also causes new NVH issues.
Increased torsional excitation of the
vehicle driveline produces a low-
frequency noise and vibration called
booming. The severity of booming
issues depends on the combination and
interaction of different components in
the vehicle.
By combining test and simulation tech-
niques, LMS Engineering experts gain
insights into the reasons behind the
booming phenomenon. Additionally, it
allows NVH engineers to resolve issues
and frontload design decisions for
future adaptations or models.
Measuring dynamic driveshaft rotations
per minute and torque.

Optimizing low-frequency driveline
noise, vibration and drivability
Low-frequency driveline NVH optimiza-
tion is tailored to the specific needs of
the automotive manufacturer or sup-
plier. In addition to acquiring
comprehensive data, LMS engineers
develop full-vehicle simulation models
with varying complexity levels, ranging
from 1D functional models in LMS
Imagine.Lab AmesimTM software to 3D
geometry-driven models in LMS Virtual.
LabTM Motion software. Extensive model
libraries in different physical domains
allow customers to model their multi-
physics system with the desired level of
accuracy. The latter one is largely
dependent on the application under
consideration (for example, concept
design, component sizing, detailed NVH
troubleshooting, etc.).
A typical low-frequency driveline NVH
optimization process starts with acquir-
ing data, and then using either 1D or 3D
simulation or a combination of both.
Multibody suspension model.
Acquiring data
LMS Engineering acquires NVH-related
measurements and data in order to con-
duct TPA and ODS analyses to develop
an accurate description of the as-is state
of a vehicle. Traditional NVH data, such
as noise and vibrations, are acquired
simultaneously with detailed measure-
ments of torque, rotations-per-minute
fluctuations and combustion pressure.
The latter enables the defining of input
and validation signals for the simulation
models, which will be developed in the
next stage.
Developing 1D and 3D models
Since a TPA analysis method has limited
modification-prediction capabilities for
strongly coupled vibration issues such
as booming, which involves combined
powertrain, driveline, suspension and
body modes, they need to be supple-
mented by more extensive simulation
efforts. LMS engineers have developed
an established procedure to build and
validate both 1D and 3D full-vehicle
models based on measurement data.
The complexity of the building blocks of
a full-vehicle model is tailored
LMS
A 1D full-vehicle model.
depending on the development stage
and focus of the study. For example,
the combustion process could be mod-
eled starting from throttle input and 1D
models, or represented by measured in-
cylinder pressures. The wheel
suspension could be represented by a
full 3D geometry-based multibody simu-
lation (MBS) model, or a simplified
model based on lumped mass and stiff-
ness characteristics.
Using this approach for frontloading
design decisions and reducing the need
for more expensive post hoc trouble-
shooting has proven to be extremely
useful.
Siemens PLM Software
www.siemens.com/plm
Americas +1 314 264 8499
Europe +44 (0) 1276 413200
Asia-Pacific +852 2230 3308
© 2016 Siemens Product Lifecycle Management
Software Inc. Siemens and the Siemens logo are
registered trademarks of Siemens AG. LMS, LMS
Imagine.Lab, LMS Imagine.Lab Amesim, LMS
Virtual.Lab, LMS Samtech, LMS Samtech
Caesam, LMS Samtech Samcef, LMS Test.Lab,
LMS Soundbrush, LMS Smart, and LMS SCADAS
are trademarks or registered trademarks of
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respective holders.
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