Understanding NVH Basics Alin E Demcan Frank C. Su Water LW Automotive Anadties, fe Introduction Designing for NVH (Noise. Vibration, and Harshness) is a process that requites the integration of customer product expectations with the vehicle design and development process. To the customer, NVH_ 1s defined in terms of how the vehicle “feels” with regards to vibra- tion levels at the seat. toe pan, and steering columa, and how che vehicle “sounds” with regards tothe perceived loudness and quality vf the iterior noise. To the design and development engincers, NVHL 's defined in terms of measurable tactile and acoustic responses. ‘The following sections of this paper will describe the conversion of subjective customer expeetations to objective measures which ‘can be arrived at through vehicle system NVH simulation and test ing. In addition, the process of establishing vehicle and subsystem design targets will be covered along with some basic principles of designing for NVEL Vehicle Subjective and Objective Target seni Target Setting Process Increasing demands for improved NVH performance in passenger vehicles has ed to renewed interest in determining measures of what ‘epresenty a pleasing environment to the customer. One of the First Steps in the development of a new vehicle isto determine the NVH characteristics to be targeted. Existing reference vehicles ae select ‘ed using customer ride clinics, expert ride evaluators, and design ‘management, This process identifies one or more vehicles. which have the NVH qualities, o image, desired for the new vehicle. 3 Borderline ‘Conaition N ‘The image vehicles are then subjectively rated to target the relative improvement needed for a new vehicle with respect to a haseline vehicle fie., new proposed vehicle isto be [/2 ponnt hetter than the baseline design) [1/ Next. he Image and baseline vehieles are tested for njective ‘quantities such a tactile vibration and avoustic noise levels, The process establishes the NVH performance relationship betwe2n Subjective and objective measures. At Chrysler. this relationstin has correlated well to an objectiversubjective rating system based ‘on human sensitivity to vibration. The NVH targets atthe vehicle level are used (0 arrive al subsystem targets using process described later in this paper. ‘The goal ofthis section is to relate subjective ratings ona ten point scale to typical objective measurement practices both of which are commonly utilized by the auto industry. AS trade-offs for NVHL cost, weight, and manufaen system provides a quantitative measure than ranks the effect ol esiga alternatives upon subjective perception ng are confronted, use of the rating The 10-Point Rating Seale A common basis for comparing many classes of items is the lten-point rating scale, Guidelines for a 10-point scale developed Uy the SAE [2], Figure 1. were originally used 19 tale uvise aud Fide comfort of automotive tires, This scale has been commonly adapted by the auto industry to rate vehicle performance in the areas of cide, handling, NVH, performance feel, and those areas ‘hut relate wo the perception of the wranspon experience. Tactile Vibration Criteria ‘The vibration criteria to be discussed here will focus on vibration that is “felt” by the customer. This eccurs where the passenger ‘comes into contact withthe vehicle at the fect, seat, arms, and hands fn the typical passenger vehicle, the lrequency range of this vibra- tion is from 0 t0 25 Hz and is termed the “shake” region (Table 1) ‘There has been significant esearch conducted and various indica. tors have been derived to rate human sensitivity t0 vibration Goldman |3) conducted research to characterize human sensitivity to sinusoidal vibration amplitudes as a function of frequency and acceleration levels as shown in Figure 2. Three broad categories cach with upper and lower bands suggest that 10 levels are indi cated which align with the subjective 10 point se Acceptable woled BY Most Observers, Some Observers All Observers Trained Observers Critical Observers, 3 Fig. 1: SAE 10-point rating system IBEC ‘96 + Body Design & Engineering * 111Figen ange Shake Boom Moan Table 1: Typical NVH issues and frequencies (The hes suagested as representing 5,0 and 60 ratings have been lenoted on Figure 2. I is clear that if we were 10 use these accel- centeria then the amplitude ‘soul vary with frequency. However. if we convert to a velocity havis (integral of ueceleration) then the Tevel is more constant with Heyweney and approaches constant velocity as the perception Uirestod is reached Lin Intolerable: at Neen 69 1 ‘hreshoid of Perception Peak Acceloration, ¢ 3 > 1 20 S0 100 Frequency, CPS Fig, 2: Human sensitivity to tactile vibration Based on the above assumption. a simple constant amplitude limit for Selocity response cun be derived, Using the data on the 5 and (cating tines, a formula can be denved as follows: Tactile rating equation SR= 819-434 * bogiV) a SR is the subivetive ratins, and V is the tactile velocity level expressed in mmise, where: ‘This criteria is likely to vary depending on the expectations of the customer (and design management) for a given class of vehicles 112 + Body Design & Engineering * IBEC ‘96 For example. a lusury car may receive a5 level rating foo 4 sub jective evaiuation which might comespond to 3 6 level bat Intermediate size vehicle. This indicates that lower vibration “expected” im the luwuey’ class forthe same subjective rat Acoustic Response Criteria ‘The sound levels to be considered here will be those experienced bby the passengers within the interine cavity under noemal operat ing conditions. There is an overlap trom 25 to SO He where the NVH experience is both “felt” and “heard” and then the sean response will Begin to dominate, From $0 to 300 Hz, the noise ill typically be dominated by saracture-‘tome swurces. Mzgin there 1s aan overlap until air-borne sources become dominant ut about S10 Hz and above. These are only general rules and exceptions inevitably exist. The structure-borne noise below the 12 important one since most noise energy is present th because a typical vehicle will have its fundamemal Hirst onder ‘modes in this region which must be carefully engineered to avid unpleasant noise levels. Also this is the range that can be most es: ily simulated using computer models of vehicle systems with typ ical computer resources available to the suto industry Hy region is a very This “The eiteia w be developed let will le lined on nals of pe tones [4]. The choice is based on the faet that large number of NVE concerns are single scuree problems especialy in the lower frequency structue-bome region. These Single sources create tise potions that aie objectionable at welluletived lneyueinics ind thus similar to pre tones 1t should also be noted that these criteria are appropriate for vom paring the results of acoustic predictions tron a computer simulation ‘model. This follows from the fuct that mest simulations are single source sinusoidal excitations which have a pure tone as output (5). ‘The Equal Loudness Contours of Pure Tones are shown in Figure 3 ‘The contours represen the sound pressure fini of distinguish bility of human hearing for constant sound pressure contours mes sured in units of phons, Similarto the tactile relation, ten levels can be identified to represent the subjective 10-point seale. The 5 and 6 rating levels have been ilemified in Figure 3 A this point we should note that our criteria appear to be corp ‘cated by the fact that the level varies with frequency: By imple: menting the A-weighting factor. the noise limit for each level becomes nearly constant with frequency. Basing the computation on a range from 20 to 125 Hy and aller A- ‘weighting. the average sound levels are approximately 49.1 and 13.4 BA tor the 3 and 6 subjective levels respectively: This gives te 1 lowing equation for relating acoustic subjective to objective rating ‘Acoust rating equation SR = (-0.175) * SPL + 136 e where: SR is the subjective rating, and SPL is the A.wei sound pressure level in dBs.Loudness Level - Phons COR “TR ile | oN Ae e «AANA TIENT €9 a ie 60) 2 “TN NI @ [IN oA Ett * = LLL 2 SHEN | ay | iw a 4 fat “Tee SAIL oY of wen tanef = NS wot LT Frequency - Hz Fig. 3: Human sensitivity to pure tones Application of the Criteria ‘The development ofthe tactile and acoustic subjective to objective rating equations results in quite simple relationships. However, when attempting (© describe human subjective response, the results are often not very predictable, tis instructive o look at these relations not as absolute criteria but to consider what they predict about relative changes. In fact, dur- ing most vehicte target setting for NVH, as indicated earlier, goals, are set fora differential improvement in one vehicle over another, Using the tactile and acoustic rating equations previously devel- ‘oped. we Find that a change of +1 rating point is @ 41 percent reduction in tactile response and a 48 percent reduction in sound pressure. This relates well to 2 rule-of-thuinb that a halving of the response will result ina significant percepkible improvement, Similar results have been shown by other authors [1] Designing for NVH Basie Principles Automotive NVHT issues involve tactile and acoustic responses. ‘Seat shake, (oe pan vibration, and steering column shake are exam= ples of typical tactile responses. Acoustic responses include sound loves at driver's car and rear passenger car locations. Noise sources can be charucterized as either air borne or structure-borne. ‘Vibration energy transmitted to the structure through the suspen- sion bushings and powertrain mounts results in structure-hore noise. Noise resulting from the energy radiated by the surfaces of powertrains, tires. and exhaust systems is charscten ‘borne noise, This paper will foeus on strueture-home noise Most of the noise energy in a typical automobile is below 125 Hz 16). Noise and vibration concerns below [25 Hz must usually be dealt with by major structural changes such as additional rows members, reinforcements, and beam section Sizes. Above 15 Hy vehicle interior noise is usually the main concern and can be dest with by local design modifications such as panel beads and damp: ing treatments, Designing automotive structures for NVH performance begins swith defini the NVH targets for the full vehicle as deseribed pre ‘viously. These targets are established based on customer and mat ket objectives for the product and are usually expressed in terms of subjective ratings (e.g.. SR = 7 for idle shake). Typical NVH issues, an fleyuewey ranges, whielt ueed iw Le addressed in the design process are summarized in Table 1 Road, tire, and powertrain load conditions used in NVH analysis ‘are summarized in Table 2. Vehicle system desien for NVH involves minimizing the tactile and acoustic responses 10 these inputs to achieve the desired NVH performance. Forces to the body structure from suspension and powertrain excitations are effectively reduced by designing for isolation. Isolation 3 achieved when the excitation frequency is greater than 41 percent of the natural frequency of the system as shown in Figure 4 (7.8) a TierWheet Unblance Rough Road Nawe | Tie Rave Varaion Engine Lagging Boor Daveline Unbulance Table 2: Load conditions for NVH simulations Fig. 4:Transmissibility ratio vs. frequency ratio Suspension (unsprung mass) hop and tramp modes are usually in the 12-15 Hz range, while the sprung mass ride frequencies are typically in the 1-2 Hz range. As a result, the suspension effective. (BEC “96 + Buddy Design & Engineering + 119ly isolates the body trom road disturbances at frequencies above the nde trequencies Powertrain mounting involves isolating the powertrain from the ‘body and chassis, For a d-eylinder engine. the sevond order torque is the dominant excitation, Idle isola 0 rpm requires that the engine modes be below 16 He. for isolation results in reducing the magnitude of the forces transmitted to the body structure, the remaining transmitted Totces acting on the body structure excite the flexible modey ofthe hhady structure to produce tactile and acoustic responses of the Meructure, His not always possible 10 design for isolation, for ‘example, when the body. or body with frame, modes approsch the Suspension hop and tramp modes, the vehicle response will be sub- ject to dynamic amplification. A vehicle with modes which lie near the suspension hop and tramp modes (frequency ratio near 1.0 in Figure 4), will experience greater dynamic amplification of the transmitted forces than a vehicle with higher frequency bending ‘and torsion modes {frequency ratio near 0.5). How the resulting vibration is perceived by the ovcupant depends on the frequency range as given in Table 1 For good NVH performance, the body structure must be stiff 1 minimize noise and vibration, to maxisnize handling performance. 10 minimize the body contribution 19 squeaks and rattles, and 10 provide an overal”‘put-wgemner” feeling. ‘The ody Siructure must also have sufficient stiffness at the suspension attachments and powertrain mounts (0 take advantage of the isolation and damping. provided by the suspension bushings and powertrain mounts. AS 2 the body siifiness at these attachments must be 3 £0 1 imes the stifiaess of the bushings and mounts. Otherwise, the body structure becomes part of the mounting system, Figure 5 shows the effective system stfness for various body/bushing stif- ness ratios, For a body stiffness a 5 times the bushing stiness, the ‘overall system stiffness is about 83 percent of the bushing sttf- ness. A body stiffness at 10 times the bushing stiffness results in an ‘overall system stiffness of 91 percent of the bushing stiffness \ ties Ratio Fig. 5: Sttiness and damping factors vs. body/bushing stifiness ratio figure > also shows that increasing the hody/bushing sittness rato ‘esl in increasng the overall system damping. Suspension bush ings and engine mounts are more heavily damped than the body 114 + Body Design & Engineering + IBEC 96 structure atthe attachments, As the body structure becomes stiffer relative to the bushing, more of the strain energy s transferred 10 the bushing, As u result, the overall system damping approwches the higher bushing damping as the body structure becomes more cid, Simply stated, work the rubber and no! the bly to achieve the maximum isolation and damping benetits from the bushings ‘and mounts, ‘Subsystem Target Setting ‘Once vehicle system subjective NVH targets are defined, the next step in the process isto define objective full vehicle response char- acteristics whic mrot those targets. An estimate of the objective targets is provided by using the tactile and acousti rating equa: tions developed earlier. An example of the objective target sla lraied in Table 3. Objective response characterities are also deter fined hy mencnring the rartle respons af soma. ative vehicles which are known (© meet some, oF all. of the sub. jective NVH targets. A comparison of the subjective results is used to validate and refine the tactie and acoustic rat ‘equations, These equations can then be used to predict change vehicle subjective rating trom analysis results well in advance of hardware availability. =o ‘Smonrh Read Shake Tames wl acon ind objective Rou Road Shake Ti pms Tale Shake Tle Boom cB Bast Reo aR Table 3: Vehicle response targets “The ubove objective measures can be duplicated wih vomoTied Yao- ‘oratory tests to establish a process to rate new proxotypes when they become available. Additionally, full vehicle computer simulations approximating the controlled lab ests can be developed und use 1 refine new proxoiypes in advance of hardware butld, Computer sn ulations allow many more design alterative (what if") and ope mization studies than would be possible with testing alone. Also. the simulations can evaluate the robustness to process. variation load conditions, such as Wheel, powertrain, and driveline unbat- ances that would not be possible 10 test within the development cycle time frame. After establishing the required response characteristics at the vehi cle level, subsystem performance rargets can be established from aan analysis of the major vehicle subsystems. A frequency separa tion chart such as the one shown in Figure 6. is a useful too! for displaying subsystem targets. The frequency. sepsiration chan shows how the subsystem targets line up with the chassis and pow certain modes, interior acoustic modes, and excitation sources. As was the case for the full vebicle, subsystem targets can be established used on measurements of the subsystems trom com. parative vehicles, and from analysis of the simulation model sub- systems. Typical subsystem performance parameters, ranked order of priority, would include:trimmed body bending and torsion natural frequencies, 2. body acoustic impedance in the Form of PYF transfer Fune- tions measured at the chassis and powertrain attachment points 4 howly mobility in the form of A/F transfer Functions mes. ‘ured atthe chassis and powertrain attachment points 4. body-inwhite (B4-W) bending and torsion natural fre- quencies B-L-W static bending and torsional stiffness. \CHASSIVPOWERTRAIN MODES ODVACOUSTIC MODES torrente 0% Penrose EXCITATION SOURCES ‘Waa Varun sur ape Bonus ema Seon en Fig. 6: Frequency separation chart ‘To summarize, customer and marketing objectives. along with comparative vehicle evaluations, are used to define vehicle sub- Jective targets. These subjective targets, along with comparative vehicle (es and Couey vehicle simmulativus, age used dete the vehicle objective targets. Finally, the objective targets. along. \sith subsystem tests and simulations are used define the subsys- fem targets. This process of starting with customer and market Ubjectives to arrive at subyysteun agers is Hlusiated in Figure 7 It should be emphasized that meeting the subsystem performance targets does not necessarily imply that the full vehicle NVH targets will automatically be met. The subsystem targets are just a device {or measuring the relative performance of different designs before proceeding (0 the vehicle system level. In other words, subsystem targets provide a means of assessing the merits of different design alternatives. If subsystem does not meet its target, then the sub- ‘system must be re-evaluated a the system level 10 determine its impact on the vehicle system NVH targets. Ifthe impact is signif: icant then the performance targets of the other subsystems must be adjusted to compensate for the lack of pertormance. Occasionally ‘is found that the under-performing subsystem is a “weak link™ that will prevent achievement of he vehicle level goal. An effec: tive simulation and optimization capability provides the tool to sort the design trade offs within the vehicle development time frame. obese Vencle | F}————++ scat Subearve Tae eae sutton obcne Tampa I Taam The “ toes staan ey Sian eine te Fig, 7: Target setting process Conclusion “The preceding nas outined process for ting customer and marketing objectives. combined with comparative vehicle evalua tions, to amive at subjective and objective vehicle system design targets. These vehicle design targets are further broken down into subsystem and component design targets. Basic design principles such as designing for isolation, fequency separation, and badly stiffness ratios ae used inthe process to achieve the desired design objectives Acknowledgements ‘The authors wish to express thei appreciation for the encourage ‘ment given by Mr, Jack Thompson of Chrysler Corporation f0 pil lish this paper. Kevin Thomson, Greg Goetchius, and Sada Gawaskar. also from Chrysler Comporation, are thanked for their support and application of the target setting and simalation proces. References 1. Geek, PE. The Future of Nose ad Worn Enainerning* ATE (944 1 Mech. Binmangharn, England 1981 2.1982 SAE Handbook, Pat Ip 29.16, SAB, Warendale Pa 5. Goldman, D. E, Shock and Vibration Handbook, CM. Mam, ful, Mie Hil Book Co, 1936, 4 Reynolds. ‘Emginsering Principles of Acoustics” ASS. Alyn and 5, Natrajan, Vc “Role of Concept Model in Leading Automate Badr Deen Intortiona! Boy Engineering Conterence Proceeding» {IBLC. Ost 195, IBEC '96 » Body Design & Engineering ¢ 115Fegan MA OV fea tone espe Sous dene Ps None “inal Sand un Uhrtion sk dy, Nad pe S28888 eh mon. 8 1 Aa Vrms.” Price at sen : Tea Rey Ses 1 | Mr: Alan E. Duncan received his Baciclor ot 1 Aneluameal Engineering degree tie the | Cmnerate of Abram (1975) and at MES. neering rons she Univers of Michigan Wh He. founded Automorice \nalstaes Inc 91 984 anal ty eurenits President His : 1 gps sats SUPE vameadtion - A Yin Frank © Sin meet His BS. on ¥ | Meru! Fuigincersne fn Chany. Sin Cnet Taisan) DOSE anal eee ws, wih Engiacerne pr she sina 1088 Bh vith Auten if ator bends si tine desi 1 VEE and enasincontiness | Me. Walter 1 Wilf: RE. isthe sie-puevtent 2t Manatee. tne a fo Vv He nevi neds BS. in eebcering Snr Oh State Cres soa his MS. om i ine nveri of Michigan He sc registered srdennl cancer and ender of ASME ind SAE His res ae ithe areas of ‘himamics. suns. and aconties. 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