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This paper presents the most recent advancement in the vehicle development process using the one-step or auto Transfer Path Analysis (TPA) in conjunction with the superelement, component mode synthesis, and automated multi-level substructuring techniques. The goal is to identify the possible ways of energy transfer from the various sources of excitation through numerous interfaces to given target locations. The full vehicle model, consists of superelements, has been validated with the detailed system model for all loadcases. The forces/loads can be from rotating components, powertrain, transfer case, chain drives, pumps, prop-shaft, differential, tire-wheel unbalance, road input, etc., and the receiver can be at driver/passenger ears, steering column/wheel, seats, etc. The traditional TPA involves two solver runs, and can be fairly complex to setup in order to ensure that the results from the two runs are consistent with subcases properly labeled as input to the TPA utility.

In this work a multilevel CFD analysis have been applied for the design of an intake air-box with improved characteristics of noise reduction and fluid dynamic response. The approaches developed and applied for the optimization process range from the 1D to fully 3D CFD simulation, exploring hybrid approaches based on the integration of a 1D model with quasi-3D and 3D tools. In particular, the quasi-3D strategy is exploited to investigate several configurations, tailoring the best trade-off between noise abatement at frequencies below 1000 Hz and optimization of engine performances. Once the best configuration has been defined, the 1D-3D approach has been adopted to confirm the prediction carried out by means of the simplified approach, studying also the impact of the new configuration on the engine performances.

Nowadays a great attention is paid to the level and quality of noise radiated from the tailpipe end of intake and exhaust systems, to control the gas dynamic noise emitted by the engine as well as the characteristics of the cabin interior sound. The muffler geometry can be optimized consequently, to attenuate or remark certain spectral components of the engine noise, according to the result expected. Evidently the design of complex silencing systems is a time-consuming operation, which must be carried out by means of concurrent experimental measurements and numerical simulations. In particular, 1D and multiD linear/non-linear simulation codes can be applied to predict the silencer behavior in the time and frequency domain. This paper describes the development of a 1D-multiD integrated approach for the simulation of complex muffler configurations such as reverse chambers with inlet and outlet pipe extensions and perforated silencers with the addition of sound absorbing material.

The Cadillac CT6 plug-in hybrid electric vehicle (PHEV) power-split transmission architecture utilizes two motors. One is an induction motor type while the other is a permanent magnet AC (PMAC) motor type referred to as motor A and motor B respectively. Bar-wound stator construction is utilized for both motors. Induction motor-A winding is connected in delta and PMAC motor-B winding is connected in wye. Overall, the choice of induction for motor A and permanent magnet for motor B is well supported by the choice of hybrid system architecture and the relative usage profiles of the machines. This selection criteria along with the design optimization of electric motors, their electrical and thermal performances, as well as the noise, vibration, and harshness (NVH) performance are discussed in detail. It is absolutely crucial that high performance electric machines are coupled with high performance control algorithms to enable maximum system efficiency and performance.

For vibration and acoustics vehicle development, one of the main challenges is the identification and the analysis of the noise sources, which is required in order to increase the driving comfort and to meet the stringent legislative requirements for the vehicle noise emission. Transfer Path Analysis (TPA) is a fairly well established technique for estimating and ranking individual low-frequency noise or vibration contributions via the different transmission paths. This technique is commonly applied on test measurements, based on prototypes, at the end of the design process. In order to apply such methodology already within the design process, a contribution analysis method based on dynamic substructuring of a multibody system is proposed with the aim of improving the quality of the design process for vehicle NVH assessment and to shorten development time and cost.

Oil canning and initial stiffness of the automotive roofs and panels are considered to be sensitive customer ‘perceived quality’ issues. In an effort to develop more accurate objective requirements, respective simulation methods are continuously being developed throughout automotive industries. This paper discusses a latest development on oil canning predictions using LS-DYNA® Implicit, including BNDOUT request, MORTAR contact option and with the stamping process involved, which resulted in excellent correlations especially when it comes to measurements at immediate locations to the feature lines of the vehicle outer panels. Furthermore, in pursuit of light-weighting vehicles with thinner roofs, a new CAE method was recently developed to simulate severe noise conditions exhibited on some of developmental properties while going through a car wash.

Vehicle sound insulation systems, such as front of dash mats or carpet assemblies, etc. play a key role in controlling vehicle interior noise. However, dash and carpet insulators are often designed to have varied thickness in compliance with packaging constraints or to fulfill manufacturing clearance requirements. While it is obvious to NVH engineers that thinned-down areas would significantly affect the insulation performance, design engineers would benefit from a quick tool to flag any design details that may negatively impact the performance. This paper therefore proposes a concept called the performance equivalent thickness for the sound insulation system. The aim is to link acoustic performance of an insulator layer to a geometric measure so that the component performance can be easily monitored and preserved at the design stage.

In automotive noise control, the hood liner is an important acoustic part for mitigating engine noise. The random incidence absorption coefficient is used to quantify the component level acoustic performance. Generally, air gaps, type of substrate materials, density of the substrate materials and Air Flow Resistivity (AFR) of the cover scrim are the dominant control factors in the sound absorption performance. This paper describes a systematic experimental investigation of how these control factors affect flat sample performance. The first stage of this study is full factorial measurement based on current available solutions from sound absorber suppliers. The acoustic absorption of different hood liner constructions, with variations in materials, density, air gaps, and scrims was measured.

This paper presents the Component Dynamic Synthesis (CDS) superelement creation, which contains the loading frequency information and is much faster than the Component Mode Synthesis (CMS) method in the residual run. The Frequency Response Functions (FRFs) are computed using the direct frequency response method and the inversion of dynamic stiffness matrix is done using the singular value decomposition (SVD) method for every discrete frequency in the frequency range of interest. The CDS will be very efficient and economical for design of experiments and robust optimization, where hundreds of runs are required. The CDS super element can be used when there is a large number of residual runs on a very large vehicle model at higher end of the frequency range of study. For the residual analysis to run as fast as possible, all components, except very small ones, need to be converted into CDS superelements.