Vibro-acoustic engineering challenges in (hybrid and ... · PDF fileVibro-acoustic engineering challenges in (hybrid and) electric vehicles Unrestricted @ Siemens AG 2017 Realize

Vibro-acoustic engineering challengesin (hybrid and) electric vehicles

Realize innovation.Unrestricted @ Siemens AG 2017

Unrestricted © Siemens AG 2017

Page 2 Siemens PLM Software

Agenda

Introduction

Interior noise

Receiver perspective

Source perspective

Noise transfer

Exterior noise

Conclusion



Legislation and RegulationPushing engineering to the limit

Legislation tightening

Pollutants remain a major area of focusTaking into account particle number (PN) in EUMass of particle matter is divided by two in US

Particle emissions becoming an issue for bothDiesel and GDI engine

New regulations - with harmonized WLTP andReal Driving Emissions (RDE) will stress theoperating conditions with significantcontributions of high loads and speeds

For diesel engines, urea consumption willbecome a challenge, requesting optimization incontrol strategies

Driving cycles in engine map



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Wheego Electric Cars, Inc.VolkswagenVehicle Production GroupToyotaTeslaSuburuSolectriaSmartScionSaturnSaabRamQUANTUM-PROCONPorschePlymouthNissanMitsubishiMercuryMercedes-BenzMcLarenMazdaLincolnLexusLand RoverKiaJeepJaguarInfinitiHyundaiHUMMERHondaGMCGeneral Motors EVFordFisker AutomotiveFiatDodgeCoda AutomotiveChryslerChevroletCadillacBuickBMWBentley MotorsAudiAcura

Market Introduction New Powertrain ArchitecturesAlternative Fuel Vehicles & Hybrid Electrical Vehicles

Source US http://www.afdc.energy.gov/data/

Increase of model variants~ 200 model market introductions yearly

Increased complexityNeighbourhood Electric Vehicles (NEV)Battery Electric Vehicles (BEV)Extended-range EVs (E-REV)Plug-in Hybrid Electric Vehicles(PHEV)Alternative fuels

http://www.afdc.energy.gov/data/



Constant Pressure on Weight ReductionDriving Innovations in Vehicle Engineering

Pressure on weight reductionfuel economy of a vehicle is generallyconsidered to increase by 6-8 % forevery 10% reduction in body weight

Technical & architectural complexityIntroduction new materialsImpact battery weight & alternativepowertrainsBalancing vehicle performance vs.

Ford, DowAksa jointly to develop carbon fiber for high-volume automotive light-weighting applications

Carbon Core of next-gen BMW 7 Series helps reducekg

New Opel Astra up to 200 kg lighter than predecessor witha slimmer body and all-aluminum engines.

GM applies Gen 3 advanced high-strength steel in newvehicle for China; 1,200 MPa Q&P steel

Continental Structural Plastics and Mitsubishi Rayonexploring joint venture for carbon fiber automotivestructural components

http://www.greencarcongress.com/

http://www.greencarcongress.com/



Implications

Continued focus on fuel economy & emissions NVH & driving pleasure impacted by fuel economy

Multitude of options to be evaluated New Materials new engineering challenges



Implications

Continued focus on fuel economy & emissions NVH & driving pleasure impacted by fuel economy

Multitude of options to be evaluated New Materials new engineering challenges



Reducing CO2, at the price of NVH?D

river

sfo

rnew

vehi

cle

deve

lopm

ent

Emis

sion

&Fu

elEc

onom

y

Lightweightvehicles

Newpowertrain

and drivelineconcepts

Downsized ICE / Hybrid modeHigher torque irregularitiesDriveline integration issues

EV-mode operationNo low frequency ICE maskingLow and high frequency issues

Multi-Attribute BalancingBody Weight vs Body Stiffness

Increased Road Noise

Booming, clunk, rattleNon-speed related

Electric Motor Noise

Static StiffnessHandling

Ride comfortNVH

HVAC & Ancillary Noise

Tip-In/Out, Key-On/OffMode switch



Reducing CO2, at the price of NVH?D

river

sfo

rnew

vehi

cle

deve

lopm

ent

Emis

sion

&Fu

elEc

onom

y

Lightweightvehicles

Newpowertrain

and drivelineconcepts

Downsized ICE / Hybrid modeHigher torque irregularitiesDriveline integration issues

EV-mode operationNo low frequency ICE maskingLow and high frequency issues

Multi-Attribute BalancingBody Weight vs Body Stiffness

Increased Road Noise

Booming, clunk, rattleNon-speed related

Electric Motor Noise

Static StiffnessHandling

Ride comfortNVH

HVAC & Ancillary Noise

Tip-In/Out, Key-On/OffMode switch



ICE versus EV

Electric driven

Motor orderResonance

2600.000.00 Hzmic (CH1)

3500.00

900.00

80.00

-20.00

AutoPower mic (A) WF 126 [981.36-3466.8 rpm]

Motor order

ICE driven

Resonance

Off-zero harmonics. Origin?



Hybrid - Electrical VehicleFrequency ranges of interest

Ancill. Noise EM/TM

Wind Noise

Inverter

[Km/h]

[Hz]200 1000 8000

[Km/h]

[Hz]200

Engine Structure B.

1000 8000

Road Noise Tire Noise

Wind Noise

2000

Road Noise Tire Noise

Engine Air B.

60

100

40

100

2000

400

400

ICE

EV



Webinar agenda

Introduction

Interior noise


Source perspective

Noise transfer

Exterior noise

Conclusion



Interior noiseThe Source Transfer Receiver model

20.00

80.00

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

Assessing customer value(annoyance, quality, message)Setting targetsDesign engineering towards the righttargetsRelevant validation of targets

System modeling and engineeringNoise transfer mechanismsTPA, Modal Analysis, FEM/BEM

Materials, architectures, systemdesign engineering

Structural and acoustic lLoadIdentificationNoise source mechanismsSource modeling and engineeringSystem concepts and layoutengineering



Interior noiseHEV Perception

EV: Low overall noise levelsNo low-order ICE noiseReduced masking of wind and tire noise=> cruising noiseReduced masking of noise from ancillaries=> idle and low-speed noise

New NVH typesTonal, high frequency noise of complexharmonic natureBroadband high-frequency noise not linked tooperating conditionHybrid mode switching=> Transient phenomenaLess dependency of the interior noise on the load=> less dynamic



Interior noiseHEV Perception

New demands for describing sounds and settingtargets

Loudness: accounting for high-frequency effects(<> dBASharpness: shift of noises to higher frequenciesTonality, Tone-to-Modulation effects other than roughness



Pursuing seemingly contradictory objectives

WorldAutoSteelReducing body structure weight by 35 percent and achieve NVH targets

Enhanced NVH performanceHelped achieve a 35 percentreduction in body structure weightEnabled engineers to identify andanalyze specific NVH problem areas

LMS Engineering services carried out the NVH simulation studies on the FSVproject in close collaboration with the consortium performing the crash andrigidity studies.

Use LMS Engineering capabilities to balance multiple performance attributes in parallelUse LMS Virtual.Lab early in concept design

Clever body design that balances low massand acceptable NVH performance

A comparison of EV- and ICE-powered classA/B car concept to enable target setting



1.5 3

Interior noiseHEV Receiver Considerations

ICE EV

Case: WorldAutoSteel FSV concept studyBenchmark Small Vehicle ICE (3-cyl.) vs. EV PWT

Acceleration WOT

Case: WorldAutoSteel FSV concept studyBenchmark Vehicle EV PWT Acceleration WOT

Low Frequency (< 200 Hz): Low orders up to np/2

Mid Frequency (200 1000 Hz): Order np quietrange




100 10000Hz3450

Articulation Index: 56% 73%

Order 4xnp10 dB

Case: WorldAutoSteel FSV concept studyBenchmark Vehicle ICE vs. EV PWT Constant speed 120kph, drivers ear

LF: road noise




Articulation Index ICE 56%EV 73%

Prominence RatioEV order 4 np9.27 dB> 9 dB threshold

Tone to Noise RatioEV order 4 np11.03 dB> 8 dB threshold

Prominence ratio and tone-to-tone ratioare suitable for target setting

Case: WorldAutoSteel FSV concept studyBenchmark Vehicle EV PWT Acceleration WOT

Sound Indicators for EV Noise




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80.00





Structural and acoustic LoadIdentificationNoise source mechanismsSource modeling and engineeringSystem concepts and layoutengineering



Interior noiseHEV Source Considerations

New noise sourcesElectric powertrain components

Electric MotorInvertorCurrent-control strategy

New secondary sourcesBattery coolingComplex gears in HEV

Greg Goetchius opinion in Sound &Vibration, April 2011

15

30

40

1510 Electric motor/gearbox

noiseWind noise

Road noise

Ancillary system noise

Other noise andvibration phenomenon




Permanent Magnet MotorsMagnets embedded in the steelrotor

Induction MotorsCylinder of steel with aluminum orcopper conductors

Switched Reluctance MotorSoft magnetic steel material




Noise produced by the Electromechanical Control System

Motor voltageand current(harmonics) Internal

forces

ElectromotorPCU VibrationsMotorcables

PWM Switching FrequencyVoltage/Current control- Sinusoidal- Space vector- Hysteresis

Permanent Magnet DCPM SynchronousInduction MotorsSwitched Reluctance

Current and voltageharmonics




10000.000.00 Hzcurrent1 (CH105)

10000.00

400.00

20.00

-90.00

PSD current1 WF 381 [425.76-9947.7 rpm]

10000.000.00 HzMntl:1_06:+Z (CH3)

10000.00

400.00

20.00

-80.00

PSD Mntl:1_06:+Z WF 381 [425.76-9947.7 rpm]

10000.000.00 HzM1 (CH233)

10000.00

400.00

100.00

0.00

PSD M1 WF 381 [425.76-9947.7 rpm]

Phase current

Sound

Acceleration

SRM Spectrum of current, acceleration and sound - ODS

10000Frequency (Hz)

1330 Hz: 6330 Hz:Both square and ovalation modes are excited!




Noise produced by the Electromechanical Control System: PWM ControlIM-drive: Increasing the switching frequency -> lower vibration speeds



New motors generation for automotive propulsion

Punch PowertrainUsing LMS Engineering services and tools to cut development time by a factor of 2

Reduced total development time byat least 50 percentDeveloped new generation ofmotors with better NVHperformanceImplemented a new simulation-based process with knowledgetransfer

Virtual.Lab, we are now working on a new generation of commercially competitiveswitched reluctance motors for automotive propulsion

Diederik Brems, Mechanical Engineer

Couple the vibro-acoustic model with the electromagnetic modelCombine test and simulation for the creation of validated simulation models

Developing a powerful partnershipSwitched reluctance motors challenge NVHperformance



Introduction

Interior noise


Source perspective

Noise transfer

Exterior noise

Conclusion

Webinar agenda




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80.00





Structural and acoustic LoadIdentificationNoise source mechanismsSource modeling and engineeringSystem concepts and layoutengineering



Interior noiseHEV Transfer System Engineering

Experimental approach: Transfer Path AnalysisEnergetic methods: higher frequenciesTime domain TPA: Transients & AuralizationTPA for exterior acoustics

Numerical approachFull audible frequency rangeFast Multi-pole BEMHybrid approach: HF method (Ray Tracing)+ LF techniques (FEM-BEM)

Fastmultipole

BEM

invertor

chargermotor

batteries

Airborne

Structure borne

TPA




Can weakening NTF target gain weight?




EV less low-frequency noise=> gain mass in structural design by reducing steelsheet thickness and using of vibration damping steel

EV high-frequency tonal components=> increased HF isolation and absorption=> specific sound pack design

Body weight target=> 35% mass reduction=> 190 kg body structure



BYD Auto Company LimitedBoosting NVH performance of plug-in hybrid vehicle fleet

Improving the NVH development and control process

Reduced noise and vibration levelsin hybrid vehicles and other NVH-related problems, such as wind andcooling pump noise

Optimized overall hybrid vehiclestructure for NVH performancewithout compromising other qualityparameters, such as drivability andhandling

15 versions of the Qin were praised for NVH performance by our customers.Working together with LMS Engineering for NVH optimization has helped usposition ourselves as the top seller in plug-in new energy

Zhang Rongrong, Manager NVH performance research division

Dedicated and comprehensive troubleshooting methodologyIntegrated simulation and testing to determine and resolve the root causes of problems

Target setting and benchmarking NVH optimization



Webinar agenda

Introduction

Interior noise


Source perspective

Noise transfer

Exterior noise

Conclusion



eVADER Exterior sound of EV (EU Project)System engineering approach - Sound Synthesis and Propagation

Speaker Directivity Sound Reflection and Propagation

Multiple speakers in bumperCombined with sound environmentAnd Beam-forming (phase shift)

=> Directional warning sound field

EC Project eVADER - SCP1-GA-2011-285095Electric Vehicle Alert for Detection and Emergency Response



Introduction

Interior noise


Source perspective

Noise transfer

Exterior noise

Conclusion

Webinar agenda



Conclusion: EV and HEV have a specific NVH behavior

Source-Transfer-Receiver approachSources: Motor/invertor, gear, specific appliancesand support systemsReceiver: Absence of masking, tonal componentsof complex nature, warning soundsTransfer: High-frequencies predominant,lightweight design

Revisit engineering methods and toolsSignal capturingSignal analysisSound quality indicesExperimental system modeling (TPA) extension toHF & auralizationNumerical system modeling extension to HFActive sound generation more prominent

New research and skills challenges emergeMulti- & interdisciplinary

-Systems approach is requiredFrom architecture evaluation to system integrationand validation



Simcenter solutions for Automotive NVH & Acoustics

Legislation and regulation

New powertrain concepts

Lightweight structures

Increase vehicle performance

www.siemens.plm/simcenterRealize innovation.Unrestricted © Siemens AG 2017

http://www.siemens.plm/simcenter

Documents

Vibro-acoustic engineering challenges in (hybrid and ... · PDF fileVibro-acoustic engineering challenges in (hybrid and) electric vehicles Unrestricted @ Siemens AG 2017 Realize