your future-proof strategy for advancing nvh vehicle ... · body component •increasing testing...

Component-based transfer path analysis Your future-proof strategy for advancing NVH vehicle

development

Siemens Digital Industries SoftwareUnrestricted © Siemens 2020

Unrestricted © Siemens 2020

Page 2 Siemens Digital Industries Software

Automotive OEMs have to reduce full vehicle testing to

handle wide variety of vehicles

Body Component

• Increasing testing effort

• Prototype availability?

• Impact of modification?

• …

How to ensure NVH performance while keeping development

time and cost under control?

Powertrain

Front-loading vehicle

level component

NVH testing

Virtual Vehicle Prototyping# of vehicle variantsIC

PHEV

EV



Increasing complexity continuously challenges automotive

OEM’s and Suppliers

Increasing risk of integration

issues of components

Impact on time-to-market and possible

expensive modifications

Supplier

AOEM

No correct

excitation data

No detailed NVH

design targets

Supplier

AOEM

Independent load

description

Realistic NVH

design targets

Implication Control NVH Performance

Typical OEM-Supplier

cooperation

Improved OEM-Supplier

cooperation



How to keep control of the NVH Performance

at any stage of the development cycle?

Can we provide a method that

addresses all these challenges?

YES, WE CAN!

Component-based TPA



Classical Transfer Path Analysis

Source-transfer-receiver approach

a

p

X =Source (Fi,Qj) Transfer (NTF) Receiver (yk)

Engine

E-motor

HVAC

Wiper-motor

Transmission Tyres

Measure

d..

Tota

l

be_f:18:X

..

be_f:18:Y

..

be_f:18:Z

..

be_f:5018:X

..

be_f:5018:Y

..

be_f:5018:Z

..

be_r:

9:X

..

be_r:

9:Y

..

be_r:

9:Z

..

be_r:

5009:X

..

be_r:

5009:Y

..

be_r:

5009:Z

..

sh_f:30:X

..

sh_f:30:Y

..

sh_f:30:Z

..

sh_f:5030:X

..

sh_f:5030:Y

..

sh_f:5030:Z

..

sh_r:

32:X

..

sh_r:

32:Y

..

sh_r:

32:Z

..

sh_r:

5032:X

..

sh_r:

5032:Y

..

sh_r:

5032:Z

..

subf:20:X

..

subf:20:Y

..

subf:20:Z

..

subf:5020:X

..

subf:5020:Y

..

subf:5020:Z

..

10.00

60.00

dB

(A)

Pa

sh_r:32:Z

0.00 350.00Hz

RMS Sum

Spectrum: PRCM:0001:S






-40.00

50.00

dB

(A)

Pa

Contribution at path or group (case vs. rpm or frequency) A

EPS



50020 50 100 150 200 250 300 350 400 450

Hz

20

-60

-50

-40

-30

-20

-10

0

10

dBg

180.00

-180.00

Phase

°

Harmonic Spectrum P3:T1:+Z Measured

Harmonic Spectrum P3:T1:+Z



50020 50 100 150 200 250 300 350 400 450

Hz

30

-60

-50

-40

-30

-20

-10

0

10

20

dBg

180.00

-180.00

Phase

°

Harmonic Spectrum P3:T1:+Z Measured

Harmonic Spectrum P3:T1:+Z



Component Based Transfer Path Analysis

Predict full system level performance

X =Step 1: Independent loads (Fbl,Q)

Step2: Virtual Assembly

(FRF, K)

Step3:

Prediction(yk)

-7.00 10.00m

65.00

75.00

dB

(A)

Pa

65.00

75.00

dB

(A)

Pa

F Left Side

F Left Side Virtual

B Right Side

B Right Side Virtual

Measure

d..

Tota

l

be_f:18:X

..

be_f:18:Y

..

be_f:18:Z

..

be_f:5018:X

..

be_f:5018:Y

..

be_f:5018:Z

..

be_r:

9:X

..

be_r:

9:Y

..

be_r:

9:Z

..

be_r:

5009:X

..

be_r:

5009:Y

..

be_r:

5009:Z

..

sh_f:30:X

..

sh_f:30:Y

..

sh_f:30:Z

..

sh_f:5030:X

..

sh_f:5030:Y

..

sh_f:5030:Z

..

sh_r:

32:X

..

sh_r:

32:Y

..

sh_r:

32:Z

..

sh_r:

5032:X

..

sh_r:

5032:Y

..

sh_r:

5032:Z

..

subf:20:X

..

subf:20:Y

..

subf:20:Z

..

subf:5020:X

..

subf:5020:Y

..

subf:5020:Z

..

10.00

60.00

dB

(A)

Pa

sh_r:32:Z

0.00 350.00Hz

RMS Sum







-40.00

50.00

dB

(A)

Pa

Contribution at path or group (case vs. rpm or frequency) A

Contribution analysis

Sound synthesis

Pass-by Noise



Independent

Source

characterization

Theory of method

Blocked Forces as

Independent source

description

Measurement

challenges

From theory to

measurements

Extensive mathematics

require accurate data

Component Based TPA

Application

Examples

Deal with the subsystem

specific challenges

Difference in Test benches

& methodologies

Full Vehicle NVH

Synthesis

Combining all systems

& predict full vehicle

NVH performance



Independent

Source

characterization

Theory of method

Blocked Forces as

Independent source

description

Measurement

challenges

From theory to

measurements



Component Based TPA

Application

Examples


specific challenges


& methodologies

Full Vehicle NVH

Synthesis



NVH performance



Component-based TPA

Independent load characterization

Structure-borne:

Airborne:

Blocked Forces

Volume Velocities

Free Velocities



1. Blocked Force

Source A

12

F source

𝑭2,𝐵𝑙𝑜𝑐𝑘𝑒𝑑

2. Free Velocity

Source A

12

F source𝒂𝟐,𝑭𝒓𝒆𝒆

𝑯22𝐴 −𝟏𝒂𝟐,𝑭𝒓𝒆𝒆 = 𝑭2,𝐵𝑙𝑜𝑐𝑘𝑒𝑑

3. In-Situ TPA

𝑭2,𝐵𝑙𝑜𝑐𝑘𝑒𝑑 = 𝑯24𝐴𝐵 +𝒂𝟒

Source:Elliott, Moorhouse, Characterization of the structure borne

sound sources from measurements in-situ, 2008

Source: Mondot, Petersson, Characterization of structure-borne

sound sources: The source descriptor and the coupling function

1987

Three possible methodologies to obtain independent source description

Rigid test rig → Most times not possible Source in free free conditions ISO 9611 Any receiver is valid ISO 20270

Component-based TPA

Step1: Source characterization - Structure Borne

Source A Receiver B

12

5

4

F source

4

𝑯24𝐴𝐵

3



Contact force vs. Blocked force

Different measurement setup for local FRF

Receiver B

3

5

4

4

𝑯34𝐵

Source A Receiver B

12

5

4

4

𝑯24𝐴𝐵31. Local FRF for

load identification

Source A Receiver B

12

5

4

F source

4

3

Source A Receiver B

12

5

4

F source

4

32. Operational

measurements

Classic TPA

Determination contact forces

Blocked Forces TPA

Determination blocked forces

𝑭3,𝑪𝒐𝒏𝒕𝒂𝒄𝒕 = 𝑯34𝐵 +𝒂𝟒 𝑭2,𝐵𝑙𝑜𝑐𝑘𝑒𝑑 = 𝑯24

𝐴𝐵 +𝒂𝟒3. Force

Identification



Structure borne application example

Steering system integration

Source MechanismInvariant

Source Synth. ModelSub-Receiver Receiver

Steering

System

Blocked

Forces &

Impedances

Mount Pos.

SubframeFEM/TEST

FRF

BodyFEM/TEST

FRF

STEP 1: Source Characterization STEP 2: Full Vehicle Prediction

bench

1

A

𝑎𝑖xx

x

𝐻𝑖1𝐴𝐶

𝐹𝑏𝑙𝐴

𝐹𝑏𝑙𝐴 = 𝐻𝑖1

𝐴𝐶 −1 ∗ 𝑎𝑖

𝐹𝑏𝑙𝐴

3𝑝

1 2

A

B

𝐹𝑟

𝑝 = 𝐻32𝐴𝐵 ∗ 𝐹𝑟

𝐴𝐵

Measured Coupled FRF

1. In-Situ TPA – Apply Matrix Inversion: Blocked Forces = source characterization



Component-based TPA

Step2: Target prediction using Frequency based sub-structuring (FBS)

1. Source A:

a. Blocked Force

b. Inertance matrix

Source A

2𝑯22𝑨

𝑯22𝑨

Free-Free or

pre-load

condition

2. Receiver B:

a. Inertance matrix

b. Noise Transfer Function 𝑯𝟓𝟑𝑩

Receiver B

3 𝑯33𝐵

𝑯33𝐵

Realistic

boundary

condition

𝑭2,𝑏𝑙𝐴

3. Target prediction using blocked forces

a. Mount stiffness (not needed for rigid connections)

b. FBS

𝑲

𝑷𝟓𝑨𝑩 = 𝑯𝟓𝟑

𝑩 ∗ 𝑯𝟐𝟐𝑨 +𝑯𝟑𝟑

𝑩 +𝑲−𝟏−𝟏

∗ 𝑯𝟐𝟐𝑨 ∗ 𝑭𝟐,𝒃𝒍

𝑨

𝑭2,𝑏𝑙𝐴

Receiver B

3𝑲

Source A

12

F source

𝑭𝟐,𝒃𝒍𝑨

𝑭𝟑,𝒄𝑨𝑩

Source A

12

F source

𝑭𝟐,𝒃𝒍𝑨

5

5



Structure borne application example

Steering system integration

Source MechanismInvariant

Source Synth. ModelSub-Receiver Receiver

Steering

System

Blocked

Forces &

Impedances

Mount Pos.

SubframeFEM/TEST

FRF

BodyFEM/TEST

FRF

STEP 1: Source Characterization STEP 2: Full Vehicle Prediction

bench

1

A

𝑎𝑖xx

x

𝐻𝑖1𝐴𝐶

𝐹𝑏𝑙𝐴

𝐹𝑏𝑙𝐴 = 𝐻𝑖1

𝐴𝐶 −1 ∗ 𝑎𝑖

𝐹𝑏𝑙𝐴 , 𝐻11

𝐴

3𝑝

1 2

A

B

𝐹𝑟

𝐹𝑟𝐴𝐵 = 𝐻11

𝐴 + 𝐻22𝐵 + 𝐾−1 −1 ∗ 𝐻11

𝐴 ∗ 𝐹𝑏𝑙𝐴

𝑝 = 𝐻32𝐵 ∗ 𝐹𝑟

𝐴𝐵

Calculate Coupled FRF

1. In-Situ TPA – Apply Matrix Inversion: Blocked Forces = source characterization 2. Component Based TPA – Apply FBS Substructuring for load prediction



Independent

Source

characterization

Theory of method

Blocked Forces as

Independent source

description

Measurement

challenges

From theory to

measurements



Component Based TPA

Application

Examples


specific challenges


& methodologies

Full Vehicle NVH

Synthesis



NVH performance



• reciprocity / linearity

• directions errors / consistency

• driving point behavior

• repeatability

Use the Matrix heatmap to instantly verify

large datasets

• hard to reach location

• angle & position accuracy

• repeatability / low noise / high power

• large frequency range from 5Hz -10kHz

Dedicated FRF shaker excitation -

engineered for TPA measurement

• FRF required at exact connection

center – assuming local rigidity

• 6DOF FRF description of the

connection is required for completeness

Reduce the FRF’s to the connection center

using Virtual point transformation

Component Based TPA: required tools

‘extensive mathematics require accurate data’

Accuracy Validation Completeness



Virtual Point Transformation (VPT)

Accurate FRFs at interface connection points

Solution:

▪ Geometrical Reduction / Virtual Point

Transformation

▪ Assumption: local rigidity in the connection

▪ Input: Geometry Information and FRFs

Challenge:

▪ Transfer functions at difficult or in most even

impossible to access positions

▪ High quality transfer functions at precise locations.

▪ Translational and rotational transfer functions (DOFs)

1000.000.00 Hz

80.00

-80.00

dBN

180.00

-180.00

Phase

°

Blocked force

at connection

Blocked force

off connection

VPT for correct blocked force estimation

VPT for correct assembly using FBS

VP



Virtual Point Transformation (VPT)

Application examples

TransmissionVPT for

improving FBS

TRANSMISSION T/M BRACKET

Road NoiseVPT for spindle

forces/moments

and FBS

2000.0050.00 500.00 1000.00 1500.00

Hz

dB

g/N

180

-180-90

0

90

Ph

ase

°

MeasuredFBS

TIRE/WHEEL SUSPENSION

HVACForce reduction

for improved

prediction

COMPRESSOR CAR BODY

Source:” Structure-Borne Prediction on a Tire-Suspension Assembly Using Experimental Invariant Spindle Forces”, SAE 2019 DOI: 10.4271/2019-01-1541

Source:” A Frequency-Based Substructuring approach to engine mount bracket performance assessment for gear noise”, ISMA Siemens,Toyota Motor Europe 2020

https://www.researchgate.net/deref/http:/dx.doi.org/10.4271/2019-01-1541?_sg%5b0%5d=nw-DiNDxTmTL7WimDyS5ODMjR3HQnnZUysKudGFxj4xg1reAxIXG8dhranBLHdebhF_eviNSQqiuxQriR4Nv4LZgBQ.ckrKb0Q5sOGf0FQ3NXQzCTTSmF8oYjJ7sNtLJpk5XcX821sZ3vroAEgQJLu1mVr8dTFvWP1_PTHzH6i9FgpjLw



Independent

Source

characterization

Theory of method

Blocked Forces as

Independent source

description

Measurement

challenges

From theory to

measurements



Component Based TPA

Application

Examples


specific challenges


& methodologies

Full Vehicle NVH

Synthesis



NVH performance



Development Component Based TPA methodology for NVH assessment

Hitachi AMS – Steering systems

Estimating in-vehicle noise of EPS using test bench

• More realistic design targets for

components

• Appropriate evaluation method at

component prototype phase

• Predict in-vehicle noise/vibration

using component based TPA

method

Blocked Force comparison

2000100 400 600 800 1000 1200 1400 1600Hz

Frequency

20

-80

-60-50-40-30-20-10

0

dBN

F VehicleF Bench

2000100 400 600 800 1000 1200 1400 1600Hz

Frequency

20

-80

-60-50-40-30-20-10

0

dBN

F VehicleF Bench

2000100 400 600 800 1000 1200 1400 1600Hz

Frequency

20

-80

-60-50-40-30-20-10

0

dBN

F VehicleF Bench

2000100 400 600 800 1000 1200 1400 1600Hz

Frequency

20

-80

-60-50-40-30-20-10

0

dBN

F VehicleF Bench

2000100 400 600 800 1000 1200 1400 1600Hz

Frequency

20

-80

-60-50-40-30-20-10

0

dBN

F VehicleF Bench

2000100 400 600 800 1000 1200 1400 1600Hz

Frequency

20

-80

-60-50-40-30-20-10

0

dBN

F VehicleF Bench

Test bench condition

In-vehicle Noise prediction

2000100 1000500 1500200 300 400 600 700 800 900 1100 1200 1300 1400 1600 1700 1800Hz

Frequency

60

-30

-20

-10

0

10

20

30

40

50

-25

-15

-5

5

15

25

35

45

55

dB

(A)

Pa

F Measured : In-VehicleF Noise Prediction : with Bench Blocked Force

2000100 1000500 1500200 300 400 600 700 800 900 1100 1200 1300 1400 1600 1700 1800Hz

Frequency

60

-30

-20

-10

0

10

20

30

40

50

-25

-15

-5

5

15

25

35

45

55

dB

(A)

Pa

F Measured : In-VehicleF Noise Prediction : with Bench Blocked Force

Vehicle condition

▪ Test bench identified blocked forces correlate with vehicle blocked forces

▪ Predicted cabin noise using test bench blocked forces well up to 1500Hz

Aoi Nakanome Hitachi AMS, 2019 Simcenter Conference Amsterdam



Automotive OEM – Wiper System

Derive full vehicle structure-borne noise prediction from test rig

Identification of blocked forces

on Mockup

600.0020.00 500.00

Hz

dB

N/m

180

-180

0

Phase

°

Measured 1

Measured 2

C1/C1

C1/C2

C2/C1

C2/C2

600.0020.00 100.00 200.00 300.00 400.00 500.00

Hz

dB

g/N

180

-180

0

Phase

°Measured FRF Target / Connection 2

FBS FRF Target / Connection 2

Full vehicle assembly from

component level testing

→ Source in operation: wiper system at 35 cpm.

→ Blocked forces calculated using in-situ TPA

on dedicated test rig – matrix inversion.

Mount characterization

Substructuring

Prediction of target

response

→ Performance evaluation

→ using ISO/CD 21955 for prediction

→ Identification of path contribution

→ Input for target setting

→ What if analyses:

- Sensitivity to mount stiffness

- Receiver modification.

- …

600.0020.00 100.00 200.00 300.00 400.00 500.00

Hz

dBg

180

-180

0

Phase

°

Measured

Predicted

Wiper + Vehicle FRF

Mount stiffness

Transferability + FBS prediction

Ortega, Bianciardi, Corbeels, Ullmann, Desmet, MOUNT CHARACTERIZATION ANALYSIS IN THE CONTEXT OF FBS

FOR COMPONENT-BASED TPA ON A WIPER SYSTEM, , FA 2020, Lyon, Siemens, KULeuven, BMW



Prediction of target response

→ Performance evaluation


→ Input for target setting

25050 Hz

dB

(A)

Pa

Hz

dB

(A)

Pa

Full vehicle assembly from

component level testing

→ Independent characterization of

source and receiver

→ Virtual vehicle assembly

Identification of blocked forces

→ Invariant forces: receiver

independent

→ Transferable between receiving

structures

Hz

dBN

Vertical (Z)

Hz

dB

Nm

Automotive OEM – Road Noise

Wheel center blocked forces

▬ Measured Autopower

▬ Comp-TPA: FBS assemblyToe (Mz)

Hz

dB

(A)

Pa

Total



Automotive Supplier – Tire manufacturer

Road noise – Wheel center blocked forces

Identification of blocked forces on test rig

→ Source in operation: 20 / 40 / 60 / 80 / 100 kph.

→ Blocked forces calculated using in-situ TPA: matrix inversion

using multiple integral shakers for FRF a

→ Blocked forces measured on rigid test rig using force cell (usable

only up to 300 Hz)

On board validation of target response on

test rig

→ On-board validation


→ Input for realistc target setting & prediction

→ Independent

Hz

dBN X

Hz

dBN Y

Hz

dBN Z

Hz

dB

Nm MZ

Hz

dB

Nm MX

Blo

cked

Fo

rces a

nd

Mo

men

ts

Hz

dBg

Measured

Predicted

Hz

dB g

AutoPower RIG:TARGET_1:+Z

AutoPower RIG:TARGET_1:+Z



▪ Performance evaluation

▪ Identification of path contribution

▪ Input for target setting

▪ Independent characterization of

source and receiver

▪ Virtual vehicle assembly

▪ Invariant forces: receiver independent

▪ Transferable between receiving

structures

▪ High frequency up to 4.5kHz

Order60, X-direction

Component-based TPA

Electromotor blocked forces – Assembly vibration prediction

Order80, Y-directionFBS vs Measured ▬ Measured Order

▬ Comp-TPA: FBS assembly

Identification of blocked

forces

System assembly from

component level testingPrediction of target response

Bianciardi, Corbeels, Choukri, HIGH FREQUENCY SOURCE CHARACTERIZATION OF AN E-MOTOR USING

COMPONENT BASED TPA, SIA 2020, Siemens



Independent

Source

characterization

Theory of method

Blocked Forces as

Independent source

description

Measurement

challenges

From theory to

measurements



Component Based TPA

Application

Examples


specific challenges


& methodologies

Full Vehicle NVH

Synthesis



NVH performance



Component based TPA for full vehicle NVH assessment

Model Based Development for NVH – Concept

NVH

synthesis

Solver

Digital Twin

Model

Methods

Scenarios

-7.00 10.00m

65.00

75.00

dB

(A)

Pa

65.00

75.00

dB

(A)

Pa

F Left Side

F Left Side Virtual

B Right Side

B Right Side Virtual

Compare Contribution Analysis

Sound Synthesis Result

Pass-by Noise Synthesis

NVH Driving Simulator Evaluation

Combining

Test & Simulation

data

Vehicle

Architectures

Stiffness

FRF

Forces

Component

Library

Target

Requirements



Simcenter Testlab NVH Synthesis

Model Based Development for NVH

Define the vehicle

architecture

Create Validated

Components

Populate Assemblies /

Configurations

Perform Calculation

Contribution Analysis &

Audio Replay & Reporting

Supported by Model (Lifecycle) Data Management



How can Simcenter help you ?

Implementation roadmap for component-based TPA

Engineering and Consulting• Worldwide technology

deployment & technology transfer services

• Dedicated approach for each application

Testing Solutions• Integrated solution for transfer path

analysis with shakers, sensors, hardware and software

• The reference solution for airborne and structureborne source characterization, substructuring and NVH Synthesis.

• Embedded in test-based NVH engineering solution covering TPA, structural dynamics, acoustics and rotating machinery

Simcenter Solution• Single source provider for test

and simulation models that can be used in a NVH Synthesis context

• Process implementation to predict NVH performance during the entire development process –concept, detailed engineering, full-vehicle

Technology

transfer

End-to-end

test system

Combining test

and simulation

your future-proof strategy for advancing nvh vehicle ... · body component •increasing testing...

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