Automotive NVH Technology by Anton Fuchs, Eugenius Nijman, Hans-Herwig Priebsch

By Anton Fuchs, Eugenius Nijman, Hans-Herwig Priebsch

This e-book provides seven chapters studying chosen noise, vibration and harshness (NVH) subject matters which are hugely proper for automobile motor vehicle improvement. those comprise functions following the most important developments towards elevated passenger convenience, car electrification and light-weight layout. The authors of the seven chapters, all of that are specialists from the automobile and academia, current the major demanding situations and power suggestions during this tough box. between others, purposes for sound optimization in downsized engines, noise optimization in electrical powertrains, weightloss innovations for exhaust platforms, porous fabrics description, and the vibro-acoustic research of geared platforms are discussed.

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The forces which influence the acoustic behaviour of the machine are usually radial force. The introduced method, however, works also for tangential and axial forces. An SRM can be modelled as described in [2, 17]. The phase-voltage equation uðtÞ ¼ RiðtÞ þ dwðtÞ dt ð3:1Þ is integrated by using a multi-domain simulation tool to solve it for the phase-flux linkage w. R is the ohmic resistance of a phase and i is the applied current. The flux linkage is used together with the rotor position h to calculate all kinds of forces such as radial force FR ðh; wÞ, torque T ðh; wÞ etc.

Sontacchi et al. Results For every subject and for every gear, these determined engine-speeds are compared between the test drives with the two- and the four-cylinder sound. In the fourth gear, there is a significant difference in the maximal engine speed between the two- and the four-cylinder sound. 13 shows that the subjects in median shift at about 260 rpm earlier into the 4th gear when driving with the four-cylinder sound. For all other gears, no statistically significant improvement can be observed.

2 kHz for Mode 6 Force Shape, 48 cycles. Feedback was given to the design team to change the housing design so as to minimise these modes of vibration. This feedback is commonly given in the form of animated Operating Deflected Shapes (ODS) of the vibration. A screen shot of one such animation can be seen in Fig. 9. The complex vibratory motion of the end face of the motor housing, at the far right end of the model, was predicted by the simulation of the compete powertrain structure and it is known that this matches the experience of engineers who have worked on previous motor design projects.

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