Seoul 2000 FISITA World Automotive Congress F2000H186

June 12-15, 2000, Seoul, Korea

Booming Noise Analysis of Passenger Car using Integrated Approach of

CAT/CAE
Hiroyuki Seino , Keisuke Kimura , Yoshinobu Kamada
Mitsubishi Motors Corporation , 1,Nakashinkiri,Hashime-cho,Okazaki-city,Aichi prefecture,444-8501,JAPAN

The need of lightweight vehicle design is motivated by the recent global trend of less fuel consumption and lower
emission in vehicle. However in NVH development of vehicle, it becomes more difficult for the light weight vehicle to
reach low vibro-acoustic sensitivity than, for the heavy weight one to do so.
In this environment, this paper describes about the practical finite element (FE) modeling of vehicle structure and
acoustics, in order to predict boom response to powertrain excitation. The FE modeling process through validation and
updating with experimental mode makes, the accumulation of considerable expertise for improving prediction accuracy,
possible. FE analysis based on this modeling process is so useful for predicting boom level up to 200Hz. Using the result
of FE analysis, structural optimization is executed in order to improve boom level of 80Hz.

Keywords: CAE/CAT, Booming Noise, Fluid Structure Interaction,Optimization

30 years now, and there are many examples of

INTRODUCTION
Design studies of new car models must be executed more
quickly today and vehicles need to be engineered with the
lightest possible structures for improved environmental
friendliness. Meeting these needs requires a development
process whereby the mechanism of interior noise can be
ascertained accurately and effective reduction measures
implemented with smaller inputs of time and labor.
Toward that goal, we previously proposed an acoustic
sensitivity prediction method(1) as a tool for developing
NVH reduction technologies at the prototyping stage. This
method uses a hybrid model comprising an experimental
modal analysis model of the body and an acoustic finite
element model of the interior. With this method, the
eigenvectors of the body structure model are found
through a static FEM analysis of the body structure in
which the eigenvector components extracted from
excitation tests are employed as the external forces of
forced displacement, and the eigenvector components
outside of the measurement points are found by
interpolation. As a result, the accuracy of coupled
structural-acoustic analysis is improved.
Subsequently, we began developing a total coupled
structural-acoustic FE model in which an FE model is
substituted for the experimental modal analysis model of
the body. In recent years, progress has been made in
large-scale FE modeling of the body involving complex
part structures. Yet, generally accepted methods have still
not been established for creating FE models of the body
and interior acoustic cavity for use in NVH analysis. At
present, models are used selectively depending on the
purpose of the analysis. For instance, relatively course
body beam element models(2) have been utilized for idle
vibration analysis, two-dimensional acoustic FE models(3)
for interior acoustic problems involving lateral symmetry,
and structural-acoustic FE models,(4-6) which have tended
to become larger in scale in recent years, for treating the
body and interior acoustic cavity. Research on FE
modeling methods has been under way for approximately
experimental analyses of booming noise induced by engine
vibration inputs and road noise.(7-9) Such
structural-acoustic FE models need to be applied to predict
the effect of body structural changes on reducing NVH.
When the problem of interest is in the high-frequency
region, the physical degrees of freedom (DOF) are apt to
extend over several hundred thousand in number because
of the increased complexity of the phenomena involved,
making the model quite unwieldy. As a result, even the use
of a high-speed engineering workstation (EWS) does not
allow the analytical results to be easily examined, and it is
often difficult to establish a correspondence with the actual
phenomena.
Taking this situation into account, we focused on the
reproduction of global booming noise phenomena below
200 Hz and attempted to develop an FE model on a
practical scale that would achieve sufficient
correspondence with actual phenomena. In previous
studies(4-6) of FE models for analyzing boom noise,
comparisons were often made with experimental data on
prototype models with an eye toward application at the
design and development stage. However, because
characteristics show large variation owing to individual
differences among prototypes, we deliberately made a
comparison in this study with a production vehicle having
stable characteristics. As the first step, the actual behavior
of a full vehicle was analyzed in driving tests conducted on
a dynamometer, and the principal transmission paths of
booming noise and its dominant response modes were
identified. Then, extensive shaking tests were conducted,
ranging from tests of each individual component making
up the body in white to tests of the trimmed body, and the
results of each test were compared with the FE analysis
results. This led to the accumulation of considerable
expertise for improving prediction accuracy, which is one
feature of this study. It is shown here that this step-by-step
development of an FE model of the trimmed body is a
reliable and effective approach. Additionally, this paper
presents the good results obtained in optimization
calculations of boom noise predicted by a coupled analysis
conducted with the above-mentioned structural-acoustic
model(1) and the FE trimmed body model

1
DEVELOPMENT OF VEHICLE kinds of FE model are compared with modal test, as shown
in Table 1.
STRUCTURE-ACOUSTIC COUPLING FE
MODEL In the case with shell element of 5mm x 5mm and both
flange nodes connected at welding location, numerical
eigen frequencies are 18% lower than test result. In other
It might need millions of physical DOF of FEM for case with same gauge except for all nodes of both flanges
predicting all NVH phenomena of vehicle structural connected, numerical ones are 2% higher than test. It
vibration and interior noise up to 200Hz. It will be shows that the surface constraint of surrounding area of
impractical to analyze such kinds of huge scale FE model spot welding is not negligible. And the result of coarse FE
for vehicle development process, even if it is available of model indicate that excessive fine meshing might be
recent powerful super computer. Therefore, it is important useless. Based on these results, nugget of spot welding is
to obtain the know-how of building a vehicle FE model modeled with rigid elements and influence of surface
with practical size for NVH analysis prior to prototyping. constraint is corrected with coarse meshing.
In this environment, the authors set up developing vehicle
structure-acoustic coupling FE modeling with practical Table 1 Natural Frequency of Hat Frame
scale. The type of vehicle and the outline of development Mode Test Case-1 Case-2 Case-3
First Beam Torsion 388 387 387 390
strategy are as follows. First Wall Bending 510 416 524 481
Second Wall Bending 518 422 527 479
(1) The sedan type is studied. The compartment and Third Wall Bending 554 484 565 520
luggage room are separated by its rear seat back, which Second Beam Torsion 714 693 709 707
makes the modeling of acoustic system difficult. First XZ Beam Bending 732 697 749 724
Second XY Beam Bending 813 766 821 801
Case-1:Connect at welding location [Hz]
(2) The production car instead of prototype car is 640
Case-2:Connect all node of both flanges
chosen for the validation of FE analysis, because of
Case-3:Optimize coarse mesh
avoiding the dynamic property variance in prototype car. 60

(3) The dyno-operating test is executed in advance, in 60

order to grasp the dominant structural behavior for BIW FE -MODEL
booming mechanism and estimating the priority of
numerical eigen modes reappeared.
BIW FE model in our study, is validated and updated,
subsystem by subsystem of BIW so as to obtain practical
(4) FE model is validated and updated if necessary, accuracy of analysis.
component by component, subsystem by subsystem, and
from body in white (BIW) to total vehicle, through the test
mode of production car. All units of BIW subsystem are shown such as ones of
assembling of plant, shown in Figure 1.
(5) The accuracy of subsystem is guaranteed by the (1)Lower Body Assembly
validated components and empirically identified their joint (2)Side Structure Assembly
stiffness expressing spot welding or adhesive.
(3)Roof Assembly
(6) The correlation between numerical result and test one (4)Front Deck Assembly
starts with the mass and moment of inertia. The lower (5)Front Deck Cross Pipe Assembly
global elastic modes are validated prior to higher local
modes, in turn involving necessary mode numbers. (6)Rear Shelf Assembly
Roof Assembly
The actual vehicle FE modeling process comprises four Rear Shelf Assembly
steps as follows:
Front Deck
1.Fundamental test and analysis with hat frame Cross Pipe
Assembly Lower Body
2.BIW FE modeling Assembly
3.Trimmed Body FE modeling
4.Acoustic FE modeling

The overview of FE modeling is explained along with

this steps.
FUNDAMENTAL TEST AND FE-ANALYSIS
WITH HAT FRAME
The straight frame with 2 pieces of hat shaped cross
section of thin plate (thickness 1mm x width 60mm x
height 60mm x length 640mm) and spot welded each other
in 50mm pitch, is taken up in order to study adequate FE
modeling of spot weld. The numerical result of several
Side Structure
Front Deck Assembly Assembly
Figure 1 All units of BIW subsystem
BIW subsystems are modeled by finite elements according
to the following guidelines.
1. Most body structural components including their joints
are modeled with plate element .(10)
2. Keeping the continuity of panel curvature such as roof

2
panel and side structure in FE model is important for
obtaining the accuracy of in-plane stiffness.
Response Point : Front Side Member
3. Size of shell element in curved surface is decided by the 20dB
prescribed center angle , and lower and upper limit of side
length of element .

FRF
4. Rigid elements of spot nugget are located to flange
surface as normally as possible. Test
FE Analysis
5. All flanges of body cross member are not modeled so as 50 100 150 200
to avoid useless up-sizing of total model. Frequency [Hz]
Figure 3 FRF in Lower Body
6.The portions having larger stress gradient of dominant 150
mode shape coefficient are more finely meshed than other
ones. The product of stress gradient and area of each
element is mostly kept uniform.
100 MAC 100%
7. The portion joined by node to node is more coarsely

FE Analysis [Hz]
meshed than surrounding area, or joined by multiple
nodes.
50
8. Reinforcements are merged into the increased plate
thickness of main components.
0
9. The holes having comparatively small diameter are 0 50 100 150
neglected on FE model. And the barring treatment of Modal Test [Hz]
hole is simplified by offset element whose height of its tip
is kept as its drawing value. Figure 4 Correlation of Natural Frequency and MAC in BIW

10. Most beads are modeled with fidelity, but the ones Response Point : Front Side Member
with smaller than some width is approximated by the 20dB
simple shape with equivalent cross section.

11. Most corner radii are neglected.

FRF

12. All the convex on panel whose diameter is less than Test
some value, are neglected. FE Analysis

13. Quadrilateral elements are mostly used for modeling 0 20 40 60 80 100 120 140 160
Frequency[Hz]
all over the structure . Triangle elements are only used for
the portion where stress gradient in global mode shape is Figure 5 FRF in BIW
comparatively low.

14. All adhesive of glass and roof bow are modeled by
scalar spring with empirically identified stiffness. The
connected nodes are located coincidentally.
In Figures 2 to 5, the natural frequency, modal
assurance criterion (MAC) and frequency response
function (FRF) are compared between the result of FE
analysis and modal test. And FE analysis of initial model
before updating is also shown. After sub-systems updating,
BIW is completed. The similar characteristics is compared
with test result and it turns into good correlation.
200
FE Analysis [Hz]
TRIMMED BODY FE MODELING
Trimmed body FE model as well as BIW FE model, is
also validated and updated with modal test result in totally
the following 6 steps with all equipments adding to BIW.
STEP1 : BIW + Windshield and Rear Glass + Fr.&Rr.
Bumper + Front Fender + Baked Sheet
STEP2 : STEP1 + Front Suspension Subframe Assembly
STEP3 : STEP2 + Fr. & Rr. Door
STEP4 : STEP3 + Trunk Lid+Hood

150
MAC 100% STEP5 : STEP4 + Instrument Panel + Steering Linkage +
Fuel Tank
100
STEP6 : STEP5 + Fr. & Rr. Seat
50 It is important to know the joint characteristics between

0 3
0 50 100 150 200
Modal Test [Hz]
Figure 2 Correlation of Natural Frequency
and MAC in Lower Body Assembly
BIW and each equipment such as windshield, subframe
and so on. Fundamentally, FE modeling with fidelity
should be recommended. But in our study, it is adopted for
simplicity, the connecting element with identified
characteristics for unknown variables such as stiffness of
rubber bushing.
Trunk lid / Door / Trim Model
The doors and trims are modeled with fidelity. The
hinges and latches of doors are modeled as multi-rigid
elements referring to their attachment location of the body.
The trims are modeled as distributed mass on the vehicle
structure. The bumpers are also modeled as distributed
mass. The interior trim such as carpets are modeled as
nonstructural mass.
Damping Sheet Model
The example, It is known that damping sheet affixed to
panel were modeled with fidelity as solid element, but it
tends to extremely increase the number of element. So, in
our study, the damping materials are modeled as shell
element having the same stiffness as panel which damping
materials are affixed to. The following equation represents
the equivalent stiffness of the panel which damping
materials are affixed to.
TSES + TDED 12(EI)Y
TtcS = TbS =
ES ES
TS S + TD D TtcS :equivalence thickness
tcS= tcS : equivalence mass density
TtcS
TbS 3
(Bending moment of inertia ratio) =
TtcS
Damping Sheet:D TD
Structure Panel:S Neutral Axis:Y
TS
It is important to identify the damping characteristic of
them practically. As for the real structure, there are some
factors to cause damping. That is, that of damping sheets,
and structural damping and Coulomb-damping by joint
friction. Phenomenon is very complicated, and there is
now no simple and easy technique by which damping
characteristic of real structure is expressed. Therefore, in
our dynamic response analysis, the physical model is
replaced by a modal model, in which damping is expressed
by modal damping of global modes. The averaged modal
damping ratio extracted from major modes identified by
modal testing are available. Figure 6 and Figure 7 show
the comparison of a FRF in test and FE analysis with input
force applied on front side member. The trimmed body FE
model consist of 53,000 elements.
Response Point : Front Side
20dB
FRF
Test
FE Analysis
0 20 40 60 80 100 120 140
Frequency[Hz]
Figure 6 FRF in Trimed Body
150
100 MAC 100%
FE Analysis [Hz]
50
0
0 50 100 150
Moda l Test [Hz]
Figure 7 Correlation of Natural Frequency
and MAC in Trimed Body
ACOUSTIC FE MODELING
Acoustic Cavity Model
The acoustic cavity of compartment and luggage space is
modeled with one dimensional solid elements of
NASTRAN. Since the wavelength of acoustic mode is
much longer than that of structural mode of the body panel
1 at the corresponding frequency, the mesh size of acoustic
3
model may be coarser than structural one. It is easy only to
make shape of cavity. The acoustic modeling of cavity
inside structural frame such as side sill and side member,
is omitted but that inside rear pillar, because its
contribution was recognized in acoustic modal testing.
Treatment of Absorption / Reflection / Transmission
The accuracy of acoustic prediction depends on how
precisely to represent the characteristics of absorption/
reflection/transmission. The various materials surrounding
the cavity used in vehicle affect them. It is important to
obtain their characteristic of the seat, trim carpet and so on.
The acoustic impedance or its surface density can be
obtained in experiment closely, and it is useful to know
sound proofing characteristic of each materials. But much
cumbersomes and labor is required on measuring each
characteristic. Therefore, for simplicity, the physical
model of cavity is replaced by its modal model in our
modeling, the characteristics of reflection and transmission
replaced with mass density, and absorption replaced with
acoustic modal damping as well.
In Figure 8, The geometry of acoustic cavity FE model is
shown. The acoustic cavity model of compartment and
luggage space is constituted by 28 solid element groups
with each equivalent density, in totality by 5,000 solid
elements.
The equivalent density is acquired by comparing between
the result of numerical eigenvalue analysis and the one of
acoustic modal testing, in the condition with or without the
equipments such as seats and instrument panel. Acoustic
modal damping of all modes identified by modal testing is
used as modal damping of FE model.
160
In Figure 8, it is also shown the natural frequency
compared between FE analysis and modal test. And in
4
Figure 9, The acoustic transmissibility is compared with Unconstrained modes of 0 - 300 Hz of the trimmed body
test. Good correlation is obtained. FE model and acoustic cavity FE model are used for this
dynamic response analysis.

Instrument Front Seat Frequency [Hz] In Figure 11, The sound pressure level (SPL) which is
Panel Mode Test Analysis Error[%]
predicted by inputting operating force into vibro-acoustic
Rear Seat
FE model is shown. The operating force is identified as
(1,0,0) 41.1 42.4 3.1
equivalent one at the center of gravity of powertrain,
(2,0,0) 83.4 84.0 0.7 according to the following equation using experimental
Cavin (0,1,0) 107.2 106.4 -0.7 value.
(1,1,0) 112.6 116.1 3.2
Quater (3,0,0) 131.2 133.9 2.0 {F}m = ( [H n,m]T[H n,m] )-1 [H n,m ]T{X}n
(0,0,1) 150.5 149.7 -0.5 H = (- 2 M+j C + K ) -1
Rear Door
Front Door (1,0,1) 159.7 155.6 -2.6
Response Point : Rear Seat Center
Figure 8 Acoustic FE Model and Precision

SPL
Acoustic Transmissibility

Test Test
20dB
FE Analysis FE Analysis

20dB 40 60 80 100 120 140 160

Frequency [Hz]
Figure 11 SPL in Vibro-Acoustic Model
Reference Point : Rear Seat Center
Response Point : Luggage Room Center The global tendency of response curve of FE analysis
resembles the result of operating test although the
0 20 40 60 80 100 120 140 160 frequency of peaks are not completely correspondent.
Frequency [Hz]
Optimization process follows using this vibro-acoustic FE
Figure 9 Acoustic Transmissibility in Cavin model.

OPTIMIZATION OF BOOMING NOISE LEVEL

VIBRO-ACOUSTIC FE ANALYSIS
We focused on the optimization problem to lower the
The following equations represent the coupling between SPL in about 80Hz, because the second longitudinal
the structural and the acoustic FE model in physical acoustic mode tends to amplify SPL at the rear seat
coordinates. position. Generally the optimization of SPL, in which
dynamics of acoustic and structure affect the level
.. complicatedly, is regarded as nonlinear problem having
M ss 0 X K ss K sa X Fs
.. + = many peaks of response surface. It is so difficult to seek
M as M aa P 0 K aa P 0 the optimized design variable for reducing booming noise
instinctively. Therefore, we present the three steps below
to ascertain the globally minimized design point.
Since physical model is inefficient, it is transferred to the
modal model by modal matrix.
.. T
ms 0 s k s -m as s f s
.. + = 1st. Decision of design variable by modal participation
m as m a a 0 ka a 0 factor (MPF).
T
[ks ] = [ s] [K ss][ s] [f s ] = [ s]T [Fs ] s =[ s] X 2nd. Approximate global optimization using design of
[m s ] = [ T
s] [M ss][ s] [mas] = [ a]T [A][ s] experiments (DOE).
The equation above can be solved for modal degree of 3rd. Strict optimization using sensitivity analysis.
freedom of the trimmed body FE model and acoustic
cavity FE model as a function of frequency.
The detail of each step is explained hereafter.
Acoustic transfer function of FE analysis and test at
engine mount attachment point is shown in Figure 10. The number of design variables are reduced by
orthogonal array or chart in order to shorten the computing
Test FE Analysis time of DOE and optimization. We have the alternative of
Acoustic Transfer Function

20dB choosing design variable as follows:

(1) The structural mode making a peak of SPL is specified

by using MPF at first . And the elements that have high
strain and kinetic energy of structural modes at high MPF
are selected as design variable.
Reference Point : Front Side Member
Response Point : Rear Seat Center
0 20 40 60 80 100 120 140 160 5
Frequency [Hz]
Figure 10 Acoustic Transfer Function in Trimmed Body
(2) Sensitivity analysis of SPL response peak in all part is function is established as the peak value of sound pressure
executed at first. And the elements having high sensitivity at the location of rear seat center, in the frequency range
are selected as design variables. from 60 to 95Hz.

Comparing two methods above, the method (1) is Figure 14 shows the comparison between the SPL
preferred in this paper, because of recognizing the physical estimated by DOE and the SPL by FE response analysis.
meaning easily. The estimated SPLs are well reproduced by those of FE
analysis.
Modal participation factor of the structure, regarding SPL
in rear seat position in frequency range of 80Hz, is shown FE Analysis Estimate
in Figure 12. 20dB
25

SPL Peak
81Hz
20
MPF [%]

15

10 Mode Shape
0 10 20 30
Analysis No.
5
Figure 14 Estimated SPL by DOE
0
1 6 11 16 21 26 31 36
Mode Number (70-90Hz) Finally, the strict optimization with sensitivity analysis is
executed, in which the design variables of approximate
Figure 12 MPF and Mode Shape global optimization by DOE are chosen as initial ones. The
The contribution of structural mode in 81Hz dominates design variables and design constraints are the same ones
24 % from 70 to 90 Hz. as DOE. The objective is to minimize the maximum
booming noise at rear seat center using method.
Distribution of strain and kinetic energy of structural
mode of 81Hz are shown in figure 13. The optimization solver of NASTRAN(12) is available for
this process. The mixed method being able to correspond
Strain energy is distributed over boundary area of rear to different response types is used for obtaining the
glass. From the result above, five elements constituting approximate design model, and the modified method of
rear roof rail, quarter inner and rear shelf are selected as feasible direction is used for seeking vector. Figure 15
design variable. shows the SPL at rear seat center in the initial and final
design. Table 3 shows each thickness in initial and final
Strain Energy Kinetic Energy design. It is found that the peak SPL of 80Hz is
High successfully reduced by 10dB without worse frequency
range. It is notable that the optimization result without
DOE is worse than one with DOE and several local
optimization value exist in this optimization problem.

Figure 16 shows the comparison of test results. SPLs are

compared between the baseline and the modified case, in
Low which the mass is added in the middle of rear roof rail. The
experiment result is reproduced in tendency of the analysis
Figure 13 Distribution of Strain and Kinetic Energy result well, since the optimization result is proper. The
L27 orthogonal array using 5 design variables and 3 major factor of increase of booming noise at 80Hz is
levels of them is used in DOE as shown in Table 2. related to the natural frequency and phase of rear roof rail.
Response surface is calculated using these design points,
where interaction between design variables is neglected. Initial Optimization without DOE
Table 2 Design Variables
Thickness [m] Roof Rail Mass
Rear Shelf
Variable Min Max Panel Roof Rail
SPL

A 6.0E-04 1.2E-03
B 6.0E-04 3.9E-02
C 6.0E-04 1.2E-03
Optimization 20dB
D 6.0E-04 1.2E-03
E 6.0E-04 1.2E-03
A:Roof Rail B:Roof Rail Mass 60 80 100 120 140 160
Rear Frequency [Hz]
C:Rear Shelf Panel D:Rear Shelf Rail
Shelf Rail Quater Inner Panel Figure 15 Booming Noise in Trimmed Body FE Model
E:Quater Inner

Judging from the distribution of strain and kinetic energy, Table 3 Optimization Result
the upper and lower limits of design variable are Element Initial Final
established. The design weight is allowed between all the Roof Rail 7.0E-04 1.2E-03
minimum and maximum of plate thickness. The objective Roof Rail Mass 7.0E-04 3.5E-02
Rear Shelf Panel 7.0E-04 7.0E-04
Rear Shelf Rail 6.5E-04 6.0E-04
6
Quater Inner Panel 6.5E-04 6.0E-04
Thickness [m]

SPL
Initial
20dB Modification (Add Mass)
60 80 100 120 140 160
Frequency [Hz]
Figure 16 Booming Noise in Full Vehicle
CONCLUSIONS
Know-how for constructing structural-acoustic FE
models of a passenger car was gained by comparing the
experimental and analytical results obtained for each
constituent component of the body. That knowledge was
utilized to create a sufficiently practical model for use in
studying actual structures. This FE model is used to
conduct a coupled structural-acoustic analysis, allowing
the noise characteristics of a passenger car to be predicted
with good efficiency. Since studies can now be made of
NVH issues below a frequency of 200 Hz at the design
stage before a physical prototype has been built, a
promising method has been obtained for evaluating the
acoustic performance of the body.
Previously, an enormous amount of time and labor was
needed to determine the optimum structure from the
prediction results owing to the extremely large number of
degrees of freedom of the analytical model. However, the
time and labor needed to perform the calculations was
substantially reduced by using the model developed in this
study, which has around 60,000 degrees of freedom. In
examining the optimum structure in this study, an optimum
solution was found by combining the design of experiment
method and NASTRAN optimization analysis ( method
of sequential linear programming). The effect was then
confirmed experimentally to validate the practical utility
and effectiveness of the model. Moreover, the combined
use of the design of experiment method and optimization
made it possible to obtain global pole values.
In this coupled structural-acoustic FE model, the
damping of system was estimated by referring to the
empirically identified modal damping ratio, which did not
present any significant problem in this study. However, the
issue of predicting damping will invariably arise and be
important in future studies of NVH at higher frequencies.
ACKNOWLEDGMENT
The authors would like to thank the people of
International TechneGroup Incorporated and MANTA
Corp. in the U.S. for cooperating with us in this work, and
Prof. Hagiwara in Technical Institute of Tokyo for leading
about the response surface methodology.
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