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TRANSCRIPT
Stephan BRANDL
AVL List GmbH (Headquarters)
Public
NVH CHALLENGES AND
SOLUTIONS FOR MODERN AND
ELECTRIFIED POWERTRAINS
AVL Vehicle and Powertrain NVH
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 2Public
NVH for Conventional Powertrains
Powertrain Development using Simulation and Measurement
Engine Roughness
Combustion Noise (Diesel Knocking)
Turbocharger NVH
Driveline NVH
NVH in Electrification
AVL’s E-Driveline Development Approach
NVH Frontloading for Power Electronics
CONTENT
DEVELOPMENT APPROACHES FOR MODERN POWERTRAINS
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 3Public
NVH for Conventional Powertrains
Powertrain Development using Simulation and Measurement
Engine Roughness
Combustion Noise (Diesel Knocking)
Turbocharger NVH
Driveline NVH
NVH in Electrification
AVL’s E-Driveline Development Approach
NVH Frontloading for Power Electronics
CONTENT
DEVELOPMENT APPROACHES FOR MODERN POWERTRAINS
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 4Public
Comprehensive Simulation Model Fully elastic; oil film bearings
COMBUSTION NOISE- ROUGHNESS
DEVELOPMENT APPROACHES FOR MODERN POWERTRAINS
EHD
bearings
All parts
flexible
Measured
Cylinder Pressure
Engine Mount
Dynamic StiffnessEngine Mount
Dynamic Stiffness
Engine Mount
Dynamic Stiffness
TVD Dynamic
Stiffness & DampingEHD
bearings
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 5Public
Powertrain NVH Assessment
Installation on powertrain test bed
Application of sensors
Close to main bearing (excitation correlation)
Engine surface (flexible part correlation)
Data acquisition
Data evaluation and comparison to simulation
POWERTRAIN DEVELOPMENT - USING SIMULATION AND MEASUREMENT
DEVELOPMENT APPROACHES FOR MODERN POWERTRAINS
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 6Public
Simulation Model Verification
Sensor Position x, y, z
COMBUSTION NOISE- ROUGHNESS
DEVELOPMENT APPROACHES FOR MODERN POWERTRAINS
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 7Public
Root Cause Analysis
Modal Contribution Analysis
Transfer Path Analysis
NVH Source Identification
COMBUSTION NOISE- ROUGHNESS
DEVELOPMENT APPROACHES FOR MODERN POWERTRAINS
Cam cover
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 8Public
NVH for Conventional Powertrains
Powertrain Development using Simulation and Measurement
Engine Roughness
Combustion Noise (Diesel Knocking)
Turbocharger NVH
Driveline NVH
NVH in Electrification
AVL’s E-Driveline Development Approach
NVH Frontloading for Power Electronics
CONTENT
DEVELOPMENT APPROACHES FOR MODERN POWERTRAINS
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 9Public
Why Do We Need Objective Sound Quality Criteria?
Example: Overall Level vs. Sound Quality Criterion
INTRODUCTION
DIESEL COMBUSTION NOISE
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 12Public
DIESEL COMBUSTION NOISE
Theory
Benefits
Calculation based on cylinder pressure (possible in non-acoustic environments)
Drawbacks
Influence of engine structure not considered
High effort to install cylinder pressure sensors
CNI (COMBUSTION NOISE INDEX)
Cylin
de
r P
re
ssu
re
-
ba
r
AVL CNI
Filter
Pressure Trace AVL CNI vs. °CA
CN
I
(Peak –
Peak)
AVL CNI vs. TorqueC
ylin
de
r P
re
ssu
re
-
ba
r
Cylin
de
r P
re
ssu
re
-
ba
r
Time
Masking
Consideration
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 13Public
Theory
Benefits
Only microphone measurement
Influence of engine structure considered
High agreement between subjective assessment and CKI value
Drawbacks
Calculation based on airborne noise (for benchmarking)
CKI (COMBUSTION KNOCKING INDEX)
DIESEL COMBUSTION NOISE
Transfer Function
0.00 0.05 0.10 0.15 0.20 0.25Time - s
-0.4
-0.2
-0.0
0.2
0.4
Am
plit
ud
e
3000 UPM
2000 UPM
1000 UPM
Leerlauf
Transfer Function
0.00 0.05 0.10 0.15 0.20 0.25Time - s
-0.4
-0.2
-0.0
0.2
0.4
Am
plit
ud
e
3000 UPM
2000 UPM
1000 UPM
Leerlauf
Transfer Function
0.00 0.05 0.10 0.15 0.20 0.25Time - s
-0.4
-0.2
-0.0
0.2
0.4
Am
plit
ud
e
3000 UPM
2000 UPM
1000 UPM
Leerlauf
Transfer Function
0.00 0.05 0.10 0.15 0.20 0.25Time - s
-0.4
-0.2
-0.0
0.2
0.4
Am
plit
ud
e
3000 UPM
2000 UPM
1000 UPM
Leerlauf
Transfer Function
0.00 0.05 0.10 0.15 0.20 0.25Time - s
-0.4
-0.2
-0.0
0.2
0.4
Am
plitu
de
3000 UPM
2000 UPM
1000 UPM
Leerlauf
Transfer Function
0.00 0.05 0.10 0.15 0.20 0.25Time - s
-0.4
-0.2
-0.0
0.2
0.4
Am
plitu
de
3000 UPM
2000 UPM
1000 UPM
Leerlauf
Transfer Function
0.00 0.05 0.10 0.15 0.20 0.25Time - s
-0.4
-0.2
-0.0
0.2
0.4
Am
plitu
de
3000 UPM
2000 UPM
1000 UPM
Leerlauf
Transfer Function
0.00 0.05 0.10 0.15 0.20 0.25Time - s
-0.4
-0.2
-0.0
0.2
0.4
Am
plitu
de
3000 UPM
2000 UPM
1000 UPM
Leerlauf
Transfer Function
0.00 0.05 0.10 0.15 0.20 0.25Time - s
-0.4
-0.2
-0.0
0.2
0.4
Am
plitu
de
3000 UPM
2000 UPM
1000 UPM
Leerlauf
Transfer Function
0.00 0.05 0.10 0.15 0.20 0.25Time - s
-0.4
-0.2
-0.0
0.2
0.4
Am
plitu
de
3000 UPM
2000 UPM
1000 UPM
Leerlauf
Transfer Function
0.00 0.05 0.10 0.15 0.20 0.25Time - s
-0.4
-0.2
-0.0
0.2
0.4
Am
plitu
de
3000 UPM
2000 UPM
1000 UPM
Leerlauf
Transfer Function
0.00 0.05 0.10 0.15 0.20 0.25Time - s
-0.4
-0.2
-0.0
0.2
0.4
Am
plitu
de
3000 UPM
2000 UPM
1000 UPM
Leerlauf
Transfer Function
0.00 0.05 0.10 0.15 0.20 0.25Time - s
-0.4
-0.2
-0.0
0.2
0.4
Am
plitu
de
3000 UPM
2000 UPM
1000 UPM
Leerlauf
Transfer Function
0.00 0.05 0.10 0.15 0.20 0.25Time - s
-0.4
-0.2
-0.0
0.2
0.4
Am
plitu
de
3000 UPM
2000 UPM
1000 UPM
Leerlauf
Transfer Function
0.00 0.05 0.10 0.15 0.20 0.25Time - s
-0.4
-0.2
-0.0
0.2
0.4
Am
plitu
de
3000 UPM
2000 UPM
1000 UPM
Leerlauf
Band Pass and
Envelope Calculation CKI Result
Consideration of
Time and Frequency Masking
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 14Public
DIESEL COMBUSTION NOISE ASSESSMENT
DIESEL COMBUSTION NOISE
Combustion Noise Assessment
Cylinder PressureGlow Plug Adapter
Structure BorneAccelerometer
AirborneMicrophone
AVL Algorithms for Combustion Knocking
AVL CNICombustion Noise Index
AVL CKI SBNCombustion Knocking Index
AVL CKI ABNCombustion Knocking Index
Combustion Noise Benchmarking(engine test bed, vehicle interior)
Combustion Noise Development
Combustion Noise Monitoring
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 16Public
NEW MEASUREMENT PLATFORM
• expandable to 96 channels• flexible configuration• exchangeable modules
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 17Public
A COMPLETE SET OF DIESEL NVH ALGORITHMS
AVL offers a complete set of algorithms for Diesel combustion noise assessment. These algorithms are suitable to cover the complete development process to ensure that NVH development targets will be successfully reached.
AVL CKICombustion Knocking Index
AVL CNLCombustion Noise Level
AVL CNICombustion Noise Index
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 18Public
Object: Ford Panther
GraphicDef.: AVL ENG ABN - A265008
Page: ABN max Torque
0 % Load 1750 rpm
50 % Load 1750 rpm
100 % Load 1750 rpm
31.5 100 315 1k 3.15k 10k
Octave Frequency - Hz
20
30
40
50
60
70
80
90
100
Sound P
ressure
- d
B(A
)
MP1: Top
73.1 dBA
83.0 dBA
83.4 dBA
31.5 100 315 1k 3.15k 10k
Octave Frequency - Hz
20
30
40
50
60
70
80
90
100
Sound P
ressure
- d
B(A
)
MP2: Right
76.8 dBA
86.7 dBA
85.9 dBA
31.5 100 315 1k 3.15k 10k
Octave Frequency - Hz
20
30
40
50
60
70
80
90
100
Sound P
ressure
- d
B(A
)
MP3: Front
75.9 dBA
86.5 dBA
85.7 dBA
31.5 100 315 1k 3.15k 10k
Octave Frequency - Hz
20
30
40
50
60
70
80
90
100
Sound P
ressure
- d
B(A
)
MP4: Left
76.7 dBA
86.8 dBA
85.6 dBA
31.5 100 315 1k 3.15k 10k
Octave Frequency - Hz
20
30
40
50
60
70
80
90
100
Sound P
ressure
- d
B(A
)
AVG All Mics
75.9 dBA
86.0 dBA
85.2 dBA
3rd OCTAVE SPECTRA2000 rpm with different loads
Object: Ford Panther
GraphicDef.: AVL ENG ABN - A265008
Page: ABN nru l100 OL+Oct
Test: 100 % Load Run Up
Overall Level
Octave 500 Hz
Octave 1000 Hz
Octave 2000 Hz
Octave 4000 Hz
1000 2000 3000 4000
Rotational Speed - rpm
60
70
80
90
100
110
Sound P
ressure
- d
B(A
)
MP1: Top
1000 2000 3000 4000
Rotational Speed - rpm
60
70
80
90
100
110
Sound P
ressure
- d
B(A
)
MP2: Right
1000 2000 3000 4000
Rotational Speed - rpm
60
70
80
90
100
110
Sound P
ressure
- d
B(A
)
MP3: Front
1000 2000 3000 4000
Rotational Speed - rpm
60
70
80
90
100
110
Sound P
ressure
- d
B(A
)
MP4: Left
1000 2000 3000 4000
Rotational Speed - rpm
60
70
80
90
100
110
Sound P
ressure
- d
B(A
)
AVG All Mics
OVERALL & OCTAVE LEVELS100% load run up
Object: Ford Panther
GraphicDef.: AVL ENG ABN - A265008
Page: ABN nru l100 3d
Test: 100 % Load Run Up
0 200 400 600 800 1000
Frequency - Hz
1000
2000
3000
4000
Rota
tional S
peed
- rp
m
10
20
30
40
50
60
70
80
90
Sound P
ressure
- d
B(A
)
2 4 6 8 10MP1: Top
0 200 400 600 800 1000
Frequency - Hz
1000
2000
3000
4000
Rota
tional S
peed
- rp
m
10
20
30
40
50
60
70
80
90
Sound P
ressure
- d
B(A
)
2 4 6 8 10MP2: Right
0 200 400 600 800 1000
Frequency - Hz
1000
2000
3000
4000
Rota
tional S
peed
- rp
m
10
20
30
40
50
60
70
80
90
Sound P
ressure
- d
B(A
)
2 4 6 8 10MP3: Front
0 200 400 600 800 1000
Frequency - Hz
1000
2000
3000
4000
Rota
tional S
peed
- rp
m
10
20
30
40
50
60
70
80
90
Sound P
ressure
- d
B(A
)
2 4 6 8 10MP4: Left
0 200 400 600 800 1000
Frequency - Hz
1000
2000
3000
4000
Rota
tional S
peed
- rp
m
10
20
30
40
50
60
70
80
90
Sound P
ressure
- d
B(A
)
2 4 6 8 10AVG All Mics
3D SPECTRA 0-1 kHz100% load run up
Object: Ford Panther
GraphicDef.: AVL ENG CN Diesel - A265008
Page: CNI_nru_lvergl
AVL Scatterband
AVL Target Line
Cylinder Pressure 1
Cylinder Pressure 2
Cylinder Pressure 3
Cylinder Pressure 4
1000 2000 3000 4000 5000
Rotational Speed - rpm
0
50
100
150
200
AV
L C
NI -
kP
a
100 % Load Run Up
1000 2000 3000 4000 5000
Rotational Speed - rpm
0
50
100
150
200
AV
L C
NI -
kP
a
160Nm Run Up
1000 2000 3000 4000 5000
Rotational Speed - rpm
0
50
100
150
200
AV
L C
NI -
kP
a
80Nm Run Up
1000 2000 3000 4000 5000
Rotational Speed - rpm
0
50
100
150
200
AV
L C
NI -
kP
a
40Nm Run Up
1000 2000 3000 4000 5000
Rotational Speed - rpm
0
50
100
150
200
AV
L C
NI -
kP
a
20Nm Run Up
1000 2000 3000 4000 5000
Rotational Speed - rpm
0
50
100
150
200
AV
L C
NI -
kP
a
0 % Load Run Up
AVL CNILoad run ups
Object: Ford Panther
GraphicDef.: AVL ENG CN Diesel - A265008
Page: CKI_nru_lvergl
AVL Scatterband
AVL Target Line
MP1: Top
MP2: Right
MP3: Front
MP4: Left
1000 2000 3000 4000 5000
Rotational Speed - rpm
100
120
140
160
180
200
220
240
260
AV
L C
KI
100 % Load Run Up
1000 2000 3000 4000 5000
Rotational Speed - rpm
100
120
140
160
180
200
220
240
260
AV
L C
KI
160 Nm Run Up
1000 2000 3000 4000 5000
Rotational Speed - rpm
100
120
140
160
180
200
220
240
260
AV
L C
KI
80 Nm Run Up
1000 2000 3000 4000 5000
Rotational Speed - rpm
100
120
140
160
180
200
220
240
260
AV
L C
KI
40 Nm Run Up
1000 2000 3000 4000 5000
Rotational Speed - rpm
100
120
140
160
180
200
220
240
260
AV
L C
KI
20 Nm Run Up
1000 2000 3000 4000 5000
Rotational Speed - rpm
100
120
140
160
180
200
220
240
260
AV
L C
KI
0 % Load Run Up
AVL CKILoad run ups
Object: Ford Panther
GraphicDef.: AVL ENG ABN - A265008
Page: ABN nru Condition
100 % Load Run Up
160Nm Run Up
80Nm Run Up
40Nm Run Up
0 % Load Run Up
Motored Run Up
1000 2000 3000 4000
Rotational Speed - rpm
60
70
80
90
100
110
Sound P
ressure
- d
B(A
)
MP1: Top
1000 2000 3000 4000
Rotational Speed - rpm
60
70
80
90
100
110
Sound P
ressure
- d
B(A
)
MP2: Right
1000 2000 3000 4000
Rotational Speed - rpm
60
70
80
90
100
110
Sound P
ressure
- d
B(A
)
MP3: Front
1000 2000 3000 4000
Rotational Speed - rpm
60
70
80
90
100
110
Sound P
ressure
- d
B(A
)
MP4: Left
1000 2000 3000 4000
Rotational Speed - rpm
60
70
80
90
100
110
Sound P
ressure
- d
B(A
)
AVG All Mics
Various possibilities are given to display microphone, accelerometer, cylinder pressure signals as well as results of customized analysis algorithms. Both time and crank angle based data can be processed
CYLINDER PRESSURE
INJECTION SIGNALS
INDICOM & NVH SIGNAL PROCESSING TOOLS
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 20Public
SIMULATION BASED KNOCKING EVALUATION
DIESEL COMBUSTION NOISE
Transfer
Source /
Excitation
Mechanism
Response
CRUISE M crank angle resolved and mixture controlled combustion (MCC) simulation
excitation source and mechanisms
Pressure in combustion chamber
CNI
structural response
Internal force path (transfer function)
Accelerometer position
CKI SBN
Microphone position
radiated air
borne noise
External force path / radiation (transfer function)
CKI ABN
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 21Public
NVH for Conventional Powertrains
Powertrain Development using Simulation and Measurement
Engine Roughness
Combustion Noise (Diesel Knocking)
Turbocharger NVH
Driveline NVH
NVH in Electrification
AVL’s E-Driveline Development Approach
NVH Frontloading for Power Electronics
CONTENT
DEVELOPMENT APPROACHES FOR MODERN POWERTRAINS
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 22Public
TURBO CHARGER NOISE PHENOMENA
TURBOCHARGER NOISE QUALITY PARAMETERS FOR TC NOISE ASSESSMENT AND REFINEMENT
Tonal Noises => directly related to the TC
Constant Tone Unbalance Whistle Noise Blade Passing Noise Ball Bearing Noise
10000 11000 12000 13000 14000 15000 16000 17000 18000 19000 20000
Frequency - Hz
1500
2000
2500
3000
3500
4000
4500
Ro
tatio
na
l S
pe
ed -
rp
m
10
20
30
40
50
60
70
80
90
So
un
d P
ressu
re -
dB
A
Turbo charger nearfield
0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000
Frequency - Hz
3
4
5
6
7
8
9
Tim
e -
s
30
40
50
60
70
80
90
100
110
So
un
d P
ressure
- d
BA
Intake orifice lhs
Broadband Noises => non-synchronous, related to TC / intake system
Flow Noise Let Off Noise
0 5000 10000 15000 20000
Frequency - Hz
1500
2000
2500
3000
3500
4000
Ro
tatio
na
l S
pe
ed -
rp
m
20
30
40
50
60
70
80
90
100
So
un
d P
ressure
- d
BA
Intake orifice
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400
Frequency - Hz
1000
1500
2000
2500
3000
3500
4000
Ro
tatio
na
l S
pe
ed -
rp
m
20
30
40
50
60
70
80
90
100
So
un
d P
ressure
- d
BA
Intake orifice 1500 2000 2500 3000 3500 4000
Frequency - Hz
1500
2000
2500
3000
3500
4000
4500
Rota
tional S
peed
- rpm
10
20
30
40
50
60
70
80
90
Driver's ear lhs - Sound Pressure - dB(A)
1500 2000 2500 3000 3500 4000
Frequency - Hz
1500
2000
2500
3000
3500
4000
4500
Rota
tional S
peed
- rp
m
10
20
30
40
50
60
70
80
90
Driver's ear rhs - Sound Pressure - dB(A)
1500 2000 2500 3000 3500 4000
Frequency - Hz
1500
2000
2500
3000
3500
4000
4500
Rota
tional S
peed
- rpm
10
20
30
40
50
60
70
80
90
Firewall top lhs - Sound Pressure - dB(A)
1500 2000 2500 3000 3500 4000
Frequency - Hz
1500
2000
2500
3000
3500
4000
4500
Rota
tional S
peed
- rp
m
10
20
30
40
50
60
70
80
90
Firewall top rhs - Sound Pressure - dB(A)
0 5000 10000 15000 20000
Frequency - Hz
0
1
2
3
4
5
6
Tim
e -
s
20
30
40
50
60
70
80
90
100
So
un
d P
ressure
- d
BA
Intake orifice lhs
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 23Public
MEASUREMENT OF INPUT DATA / DETECTION
TURBOCHARGER NOISE QUALITY PARAMETERS FOR TC NOISE ASSESSMENT AND REFINEMENT
Measurement Setup Operating Conditions
Artificial Head
Intake Orifice
Near-field
Accelerometer
TC Near-field
Cylinder Block
Air filter
housingIn
terc
oo
ler
Vehicle Interior
Engine
Compartment
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 24Public
TONAL NOISE CALCULATION EXAMPLE
TURBOCHARGER NOISE QUALITY PARAMETERS FOR TC NOISE ASSESSMENT AND REFINEMENT
Blade Passing Noise Improvement during Development Process
0 2000 4000 6000 8000 10000 12000
Frequency - Hz
8
9
10
1 1
12
13
14
15
16
Tim
e -
s
-10
0
10
20
30
40
50
60
70
Co-Driver ear lhs - Sound Pressure - dB(A)
0 2000 4000 6000 8000 10000 12000
Frequency - Hz
5
6
7
8
9
10
1 1
12
13
Tim
e -
s
-10
0
10
20
30
40
50
60
70
Co-Driver ear lhs - Sound Pressure - dB(A)Interior Noise
Baseline with HFD
The vehicle showed a high blade passing order in baseline condition. Implementing a high frequency damper on
pressure side of the turbocharger significantly improved the noise.
Blade Passing Noise Parameter 6.0 => 8.2
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 25Public
Overview of Current Capabilities
Development Measures
Critical Speeds
Rotor Displacements
Speeds of Floating Bushings
Bearing Forces, Oil Film Pressures
Oil Flows, Oil Temperatures
Dynamic Simulation
Integrated
TURBOCHARGER NOISE- SIMULATION
DEVELOPMENT APPROACHES FOR MODERN POWERTRAINS
Rotor
Floating Bushings
Housing
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 26Public
20000 rpm
Overview of Current Capabilities
Harmonics
Oil Pressure Distribution
Rotor Orbital Path; Detecting Unstable Conditions
TURBOCHARGER NOISE- SIMULATION
DEVELOPMENT APPROACHES FOR MODERN POWERTRAINS
First order frequency
from unbalance
Sub harmonics (can
only be predicted when
using EHD bearing
definition) can be
identified (important for
NVH)
Typical
displacement at the
compressor nut
Unstable behavior
at 140000 rpm150 cycles
last 50 cycles of total 150
cycles are plottedFrequency
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 27Public
NVH for Conventional Powertrains
Powertrain Development using Simulation and Measurement
Engine Roughness
Combustion Noise (Diesel Knocking)
Turbocharger NVH
Driveline NVH
NVH in Electrification
AVL’s E-Driveline Development Approach
NVH Frontloading for Power Electronics
CONTENT
DEVELOPMENT APPROACHES FOR MODERN POWERTRAINS
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 28Public
Overview of Current Capabilities
Fully Flexible Driveline
NVH DRIVELINE DEVELOPMENT- SIMULATION
DEVELOPMENT APPROACHES FOR MODERN POWERTRAINS
Engine mount
characteristics
Sound radiation
Excite model incl.
bending and torsion
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 30Public
STEPWISE DEVELOPMENT APPROACH
DEVELOPMENT APPROACHES FOR MODERN POWERTRAINS
Entire Drive Line
Bending &Torsional Model
Engine Alone Engine & Transmission Entire Drive Line
Torsional Approach
Flexible Rear Sub-frame Flexible Sub-frame
and Power Unit
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 31Public
Main measurement parameters
Torsional vibration
Acceleration
Sound Pressure Level
ECU data
NVH DRIVELINE DEVELOPMENT- MEASUREMENT
DEVELOPMENT APPROACHES FOR MODERN POWERTRAINS
In Vehicle Assessment
Dyno Assessment
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 32Public
Virtual testing
Use simulation for component/subsystem optimization
Connect existing simulation models to perform virtual system testing
Real Testing
Replace hardware components by dynos for subsystem or component testing
E.g. Clonk testing on PT test bed
Mixed testing
Replace hardware components by simulation models
Replace simulation models by hardware components
NVH DRIVELINE DEVELOPMENT- MEASUREMENT
DEVELOPMENT APPROACHES FOR MODERN POWERTRAINS
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 33Public
NVH for Conventional Powertrains
Powertrain Development using Simulation and Measurement
Engine Roughness
Combustion Noise (Diesel Knocking)
Turbocharger NVH
Driveline NVH
NVH in Electrification
AVL’s E-Driveline Development Approach
NVH Frontloading for Power Electronics
CONTENT
DEVELOPMENT APPROACHES FOR MODERN POWERTRAINS
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 34Public
FULL ELECTRIC VEHICLES (EV)CONCEPTUAL APPROACHES
Differential
Single step
final drive
Differential
Planetary gear
set for speed
reduction
BMW i3 Axle Drive
ZF Electric Drive
RENAULT Zoe
Single step
final drive
Differential
GM‘s Electric Drive
Differential
Planetary gear
set for speed
reduction
Tesla Model S RWD and AWD
Single step
final drive
DifferentialSingle step
final drive
Differential
Co-axial layout
with hollow shafts
Parallel-axial
layout
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 35Public
ELECTRICAL AND MECHANICAL NOISE OF FULL ELECTRIC DRIVELINE
Shaft bearings
Gears
Shafts
Torque ripple to driveline
Electrical excitation, electromagnetic field
Mechanical excitation, Multibody dynamic
Sound radiation, from two sources, electrical excitation and driveline
Driveline mount
Structure borne noise to the vehicle structure
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 36Public
ELECTRICAL AND MECHANICAL NOISE OF FULL ELECTRIC DRIVELINE
FEM magnetic fieldRadial, tangential &
bearing forces mapped
to FEM
Ripple torque Multi-body Dynamic
Driveline, whine, etc.
Export excitation in
frequency domain
Coupled simulation excitations
in frequency domain (forced
response analysis)
Torque and bearing forces to EXCITE,
calculate eccentricity and come back
Tool:
Ele
ctr
ical N
ois
e
Mech
an
ical N
ois
e
PWM Harmonics
0
-20
-40
-60
20
40
60
Isa Isb Isc
0.3 0.32 0.34 0.36 0.38 0.4
Time (s)
0
20
40
60
80
100
Tem_IM4
Electrical + Mechanical
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 37Public
Electromagnetic excitation Electromagnetic excitation
+ Mechanical
ELECTRICAL AND MECHANICAL NOISE OF FULL ELECTRIC DRIVELINE
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 38Public
NVH for Conventional Powertrains
Powertrain Development using Simulation and Measurement
Engine Roughness
Combustion Noise (Diesel Knocking)
Turbocharger NVH
Driveline NVH
NVH in Electrification
AVL’s E-Driveline Development Approach
NVH Frontloading for Power Electronics
CONTENT
DEVELOPMENT APPROACHES FOR MODERN POWERTRAINS
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 39Public
E-COMPONENT AUDIBLE NOISE PREDICTION POWER ELECTRONIC
Target:
Noise distribution prediction of emitted noise from the source (single components L, C, silicon) via the distributor (PCB (printed circuit board), mechanic, housing) to vehicle interior without hardware.
Benefit:
Simulation driven assessment and optimization already in an early phase of development
Support component selection and schematic diagram development
Improved positioning strategies and structural design of PCB and housing
Assessment of noise contribution to vehicle interior estimation of annoyance
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 40Public
E-COMPONENT AUDIBLE NOISE PREDICTION POWER ELECTRONIC
Approach:
Noise source prediction by simulation in an early phase, based on
schematic diagrams
technical component information
Noise transfer prediction via simulation of
structural vibrations and
radiated noise
Physical model
Noise source analysis at start of development Noise transfer during development
Schematic based audible noise detection CAE based audible noise simulation
I/U/f
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 41Public
VALIDATION OF PCB STRUCTURAL MODEL
Mass 27.695 g
Free-Free Conditions
Detailed 3D FEM Model (NASTRAN)
RBE2’s
CBAR’s
SPC’s
Constrained (mounted on bed plate):
Tin (SnPb)
Copper (Cu)
Non-isotropic material FR-4
Results of FEM modal analysis and forced response
analysis are compared in terms of eigenfrequencies and transfer functions measured with laser vibrometer.
• PCB without excitation Eigenfrequencies
• PCB with excitation (x, y) position dependence
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 42Public
MODELING OF TEST BOARD – EXCITATION POSITIONS
EXPERIMENTAL SYSTEM IDENTIFICATION OF ELECTROACOUSTIC TEST BOARD
20mm
25
mm
columns
rows
f00
f22
f44
Animation of Excitation Positions
Excitation by
small hammer
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 43Public
377 Hz 567 Hz 906 Hz 924 Hz 1144 Hz
1582 Hz 1822 Hz 1855 Hz 2541 Hz 2734 Hz
2801 Hz 3076 Hz
FREE-FREE EIGENFREQUENCY ANALYSIS
Measurement
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 44Public
TRANSFER FUNCTION COMPARISONFULLY ISOLATED PCB
f11 f22 f33
Fully isolated by elastic bands
• System Response of fully Isolated
System – V1.0 – (laser vibrometer)
• FEM free-free calculation sol111
F-range: 0-5kHz (coherence (evaluation window): 270Hz – 3kHz)
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 45Public
TRANSFER FUNCTION COMPARISONPCB MOUNTED ON BED PLATE
f11 f22 f33
• System Response with mounted plate
(“Bed Plate”) – V1.1 (laser vibrometer)
• FEM constrained calculation sol111
Frequency range: 0 - 5kHz (coherence: 270Hz – 3kHz)
Mounted on “Bed Plate”
Stephan BRANDL, Wolfgang SCHWARZ, Andreas LOECKER | Vehicle and Powertrain NVH | 24 November 2016 | 46Public
NVH for Conventional Powertrains
Complete powertrain models can be used in early development phase to predict complex NVH phenomena (e.g. roughness)
Improved NVH simulation and parameters for components (e.g. Turbocharger NVH)
Simulation delivers valuable imput in NVH driveline development
NVH in Electrification
Electromagnetic and mechanical (esp. gear contact) excitation need to be considered
New NVH frontloading approaches for Power Electronics are under investigation
SUMMARY
DEVELOPMENT APPROACHES FOR MODERN POWERTRAINS
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