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As vehicle development timelines continue to shorten and more emphasis is put on simulating vehicle dynamic phenomena; the importance of having physically correct inputs increases. For modeling the road noise phenomena, there are some methods used in the industry such as application of experimental spindle forces or vertical displacements applied to the tire patch. Each of these has limitations with respect to absolute accuracy or dependency of the input on suspension characteristics. For accurate evaluation of new designs, an invariant input which can reproduce measured vehicle cabin response is beneficial. Specifically, it is desired that significant improvement can be made over the spindle force method. To this end, a tire model derived from experimental data has been developed, along with three degree of freedom tire patch input displacements.

With the electrification trend in the automotive industry, the main contributors to in-vehicle noise profile are represented by drivetrain, road and wind noise. To tackle the problem in an early stage, the industry is developing advanced techniques guaranteeing modularity and independent description of each contributor. Component-based Transfer Path Analysis (C-TPA) allows individual characterization of substructures that can be assembled into a virtual vehicle assembly, allowing the manufacturers to switch between different designs, to handle the increased number of vehicle variants and increasing complexity of products. A major challenge in this methodology is to describe the subsystem in its realistic operational boundary conditions and preload. Moreover, to measure such component, it should be free at the connection interfaces, which logically creates significant difficulties to create the required conditions during the test campaign.