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Frame NVH (Part - 1) | Skill-Lync | Workshop — Transcript

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0:00[Music]
0:07everyone
0:07and welcome to the webinar on the topic
0:09introduction to frame nvh
0:11i would like to go through the following
0:13contents in the webinar
0:15uh which would be a quick revision of
0:18what we have studied in vibrations in
0:20our engineering days
0:21then we look into what is nvh uh what
0:24are the different areas of nvh and how
0:26is in which applied to
0:28a frame then what do we do with respect
0:31to a frame
0:31analysis from in which point of view and
0:34we break it up into different steps
0:36that is modal analysis frequency
0:37response functions stiffness and control
0:40etc and once we are done with that part
0:43we'll focus on what is the fear approach
0:45which is used in the industry
0:47and also we look into certain set of
0:49tools which are
0:50which are in demand and which are used
0:52in the industry for carrying out nvh
0:54analysis
0:55and on concluding remarks i would like
0:58to discuss
0:59regarding the industry open
1:00opportunities for students who are fresh
1:02passouts
1:03and what roles they would be playing and
1:05also
1:06what all industries they can target for
1:08nvh related roles
1:10and then that will be followed up by a q
1:12a session where
1:13i would like to clear most of your
1:15doubts related to the image area
1:18yeah let's start with vibrations
1:21so all of us have
1:25have studied vibrations i believe in our
1:27engineering courses
1:29and i also understand that it was
1:30probably one of the most difficult
1:32subjects to understand
1:34so let me try to give a small revision
1:37of vibrations before we go into nvh
1:39because
1:40these concepts are very very essential
1:43in going forward to carry out nvh
1:45analysis
1:46so vibration in in the simplest terms
1:50is nothing but a motion that repeats
1:52itself
1:54from time to time or within an interval
1:56of time
1:57and its most simplest representation
2:00would be a sine wave
2:02and a sine wave when you plot it on the
2:03x and y axis
2:05you can you can read it as alternate
2:08crests and drops
2:10and that is how a usual vibration system
2:13is
2:14visualized in a mechanical engineering
2:17world
2:18coming to the layman terms if you see
2:21around us or if you
2:22take the human body itself you will be
2:24surprised to know that
2:26vibration plays a very vital role in
2:28most of the
2:29our day-to-day activities but to name a
2:32few
2:33we are able to hear only because of
2:35vibrations and how is that
2:37that is because our eardrums vibrate
2:39whenever there is
2:40there are sound waves which are going to
2:41come and impinge on the eardrums
2:44and the eardrum is going to resonate and
2:46that is going to send signals to the
2:47brain
2:48and that is how our brain perceives
2:50sound which is going to be
2:52which is going to affect us then
2:57even breathing for example if you take
3:00so it is nothing but
3:01a compression and relaxation of the
3:02lungs of the human body
3:04that will also constitute a type of
3:06vibration
3:07and even speaking for that matter is
3:10also a kind of
3:12is also an output from the vibration of
3:14the larynx in the throat
3:15of the human body so human body itself
3:19has so many areas where vibrations are
3:22involved and coming out of the human
3:25body and if you want to look at the
3:26surroundings
3:27you can find vibrations in almost every
3:29every part or every region of it
3:32for example there are numerous machines
3:34which exhibit vibrations
3:36there are engineering there are
3:38buildings and structures which undergo
3:39vibrations
3:40there are if you take automotive sector
3:42almost all of the automotive sector
3:45engines and bodies go undergo vibrations
3:47so hence vibration
3:49is a very interesting branch of study
3:51and it becomes all the more interesting
3:53when you want to
3:54analyze a system for a given vibration
3:57and how is it going to behave
3:58for a given set of forces what will be
4:01the response of the system
4:03so that's that's a very interesting uh
4:06part of study
4:07and in order to understand vibrations in
4:09a better way
4:10what we had studied in engineering was
4:12that
4:13it will get we can divide the vibration
4:15systems into
4:16a single degree of freedom system uh 2
4:18degree of freedom system
4:19and multiple degree of freedom systems
4:21and the respective examples for them
4:23would be spring mass systems
4:25a double pendulum and a railway bracket
4:28in other terms if you want to define
4:30vibration you can actually bring in the
4:32spring damper analogy spring mass damper
4:35analogy
4:36that is each and every system or each
4:38and every body
4:40can be subdivided into a spring mass and
4:42damper
4:44and by spring mass and damper to speak
4:46in very simplistic terms
4:48they are nothing but forms of energies
4:50where spring will represent the
4:51potential energy
4:52mass will represent the kinetic energy
4:54and damper will represent the
4:56dissipation energy
4:57so what happens usually whenever there
5:00is vibration happening is
5:02the potential energy and the kinetic
5:04energy are interchanging themselves
5:06and the dissipation energy or the damper
5:08is going to act as
5:10the as the force of the source which is
5:12going to reduce the potential in the
5:14kinetic energy in every cycle
5:16so if you can take a look at the image
5:17which is on the right you can see that a
5:19pendulum is
5:20continuously clocking across the
5:22midpoint so if you see here when it is
5:25at the midpoint
5:26its potential energy is going to be at
5:28the highest and the kinetic energy is
5:29going to be
5:30zero and let us say if you just strike
5:33the pendulum once
5:34then the pendulum is going to start
5:36clocking itself
5:37and at the extreme end of it we can say
5:40that the potential energy is going to be
5:42zero
5:42but it is going to have maximum kinetic
5:44energy and
5:46that is how the potential and the
5:47kinetic energies are going to
5:48interchange themselves
5:50and help the pendulum to keep on rocking
5:53and where does damping come here
5:54so now if this pendulum is allowed to
5:57freely
5:59rock on itself rock by itself then it's
6:02going to come to rest after certain
6:03point of time
6:04and that is because of the internal
6:06friction forces and also because of the
6:08air which is going to offer resistance
6:09to the movement of the pendulum
6:11and that is how damping is perceived in
6:14nature
6:16then some terminologies which we learned
6:19with respect to vibrations where
6:21natural frequencies then damping
6:23different equations of motion
6:25what are the different types of free and
6:27forced responses so
6:28all of them are nothing but means to
6:31characterize the vibration
6:33vibratory system natural frequencies
6:36define the characteristic
6:38moments of the system then damping will
6:40define
6:41how good the system is with respect to
6:43dissipating the vibration energy
6:45equations of motions were derived to
6:48simplify the actual vibration vibratory
6:50system into mathematical models
6:52and mathematical terminologies and the
6:54solution of
6:55those equations of motion will actually
6:58give you the vibration parameters which
6:59are needed to solve
7:01or which are needed to characterize the
7:04system
7:05and we have different types of
7:07vibrations that is
7:09what are free vibrations what are forced
7:11vibrations how is the system going to
7:13behave with a free and a forced
7:15vibration under a free enforced
7:17vibrations etc
7:19and then we also spoke about
7:21transmissibility
7:22so whenever there is a vibration set up
7:26into a system
7:26there is definitely going to be a force
7:28involved
7:30and when the four and when the force
7:31excites the system
7:33the system is going to vibrate with some
7:35energy
7:36and this energy is going to get
7:38transmitted to all the connected members
7:40of the body
7:41and that is the area of interest which
7:44engineer would be looking into
7:46what how much amount of force is getting
7:48transmitted to another body
7:50is that force under limits is is however
7:53how am i going to control that force is
7:55that force necessary or is it unwanted
7:58so those were the areas which we have
8:00studied
8:01previously in engineering and
8:04that was a quick brush up of the
8:07fundamentals of vibrations and also the
8:08terminologies which are used in
8:10vibrations
8:12now let's take a quick look at the
8:15nvh perspective of the entire whole
8:18thing of the
8:18whole thing so what do you mean by nvh
8:22nvh is an acronym for noise vibration
8:24and harshness
8:25and why are they used together let's
8:28come to that
8:29so in the previous slide when we spoke
8:31about a force which is going to induce
8:33certain
8:34vibration into a machine what are going
8:36to be the side effects or what are going
8:38to be the
8:39further effects of that forcing function
8:41which is going to induce vibrations
8:43in most of the cases that vibration
8:46which is
8:47induced into the system is going to
8:50interact with the surrounding medium and
8:52it is going to radiate
8:54energy into the surrounding medium and
8:56let us say if it is
8:57air that the energy which is radiated
9:01into the surrounding medium
9:02is going to go in forms of pressure
9:04waves and these pressure waves are
9:06nothing but what we call it as
9:08sound waves so vibration is going to
9:11give rise
9:12to sound and whatever sound is generated
9:16if it is going to go beyond a level or
9:19if it is going to go beyond the limit of
9:21human ear perception
9:23then we call it as noise so vibration
9:26unwanted vibration is going to lead to
9:28unwanted sound
9:29which we call it as noise and if the
9:32unwanted
9:33vibrations reaches a peak or what we
9:35call it
9:36at resonant frequencies then it is the
9:39sound which or the noise which is
9:40generated
9:41is going to be much more irritating and
9:44unpleasant to the human ears
9:45and that is what we call it as harshness
9:48so
9:49nvh that is noise vibration and rashness
9:51are all interrelated
9:53the source being the vibration which is
9:55in turn going to generate the noise
9:57and from noise whatever is the level of
10:00perception of the human ear we can
10:01classify it as
10:02harshness so what would our engineer
10:06typically do when we say nvh engineer
10:09nvh analyst etc the typical role of an
10:12engineer
10:12would be to reduce the vibrations at the
10:15source
10:16so that whatever noise is going to
10:19come into the system that is reduced to
10:22an extent
10:23and also in turn that is going to reduce
10:25the amount of unpleasant
10:27things which which the user is going to
10:29experience
10:30also it can be in the reverse way uh
10:33sound source can generate structural
10:34vibrations
10:36and that can also be very unpleasant and
10:38that is also another area of study
10:41wherein an acoustic source is going to
10:43generate
10:45a vibration in the structure but since
10:47we're talking about frame nvh let's
10:48focus on
10:50the frame frame itself acting as a
10:52source as a vibratory source
10:54and also as a path to transfer different
10:56forces from
10:57one part of the car body to another so
11:01an engineer's duty would be to
11:03understand how vibrations are generated
11:05from where the vibrations are going to
11:07come onto the frame
11:09and how much of a vibration is too much
11:13there are certain set of standards which
11:14the industry uses to
11:17identify what what level is good and
11:18what level is bad
11:20and also how much of sound or noise
11:23is required inside automotive cabin or
11:26how much is the desired level for a
11:28human
11:29being so if you can see the images here
11:33the one on the right side that's the
11:35image of a shaker
11:37which is uh which is having a forced
11:38induced vibration
11:40so if you can uh if you can
11:44make it analogous to something like a
11:47cup of water
11:48so that is how the vibrations are going
11:49to look if you can
11:52transfer those vibrations or if you keep
11:53a glass of water on the shaker and
11:56that's how the water would vibrate
11:57so that's the transmissibility which i
11:59was talking about in the previous slide
12:01and if you look at the left side here
12:03there's a small there's a graph which
12:05has two plots in it
12:06so the top one would be called as music
12:10uh because it's it's quite repetitive
12:12and it's quite smooth
12:13whereas the one below it would be called
12:15as noise and that would be our area of
12:17interest
12:18when we try to reduce this unwanted
12:21noise and harshness
12:22which are going to get generated because
12:23of the undue vibrations
12:25in the body yeah so
12:28uh i would i would like to stick to a
12:32car body a car model
12:34whenever we talk about frame in vh but
12:36you can also extend it to
12:37different other areas because the
12:39technical concepts and the
12:41workload almost remain the same so
12:45whenever let us say you are sitting in a
12:46car and whenever you start the car
12:49so you are going to experience certain
12:52vibrations for example say add the
12:55stirring wheel
12:56on the gear pedal on the clutch pedal on
12:58the floor of the car
13:00etc so and also when you start
13:03when you close off your windows of the
13:05car and let us say you're cruising at
13:06around 80 or 100 kilometers per hour
13:08you are also going to hear some noise
13:11inside the car cable
13:12so there can be different sources of
13:15uh of those vibrations as well as noise
13:18so
13:19what can they be they can be it can be a
13:22road noise which are going to get
13:23generated because of the
13:25rolling of the tires on the road and
13:26then those in turn will be affecting the
13:28suspension systems and the suspension
13:29systems will be transferring
13:31the energies to the frame and the frame
13:34on which the
13:36on which the seats of the car are fixed
13:39so
13:39there you will be the driver will be
13:41experiencing the vibrations on the seat
13:43of the car
13:44and also the steering system is
13:46connected to the main body
13:48so the driver will be experiencing
13:50certain set of vibrations on the
13:51steering wheel
13:52and also the gear similarly with the
13:54gear pedal and
13:55the floor of the car and also all of
13:58this
13:58in combination will also add to the
14:01sound which is going to be
14:02experienced inside the cabin of a car so
14:06all of this would constitute the
14:09understanding of noise and vibrations
14:11inside a car body
14:12inside a car caving as such and our area
14:15of interest
14:16in today's webinar would be to
14:17understand what we do to reduce the
14:19vibrations in a frame
14:21and how do we go about understanding the
14:24different aspects and parameters of
14:27analyzing a frame from nvh perspective
14:32so in the previous slide the image which
14:34i had shown was quite
14:36simple and it was for a very layman
14:38approach
14:39but for an nvh engineer whenever he we
14:42speak about nvh
14:44analysis we have to divide the system
14:47into different areas or different
14:48levels and then we need to analyze the
14:51system and understand the nvh behavior
14:53so usually an automotive component
14:57would be divided into different levels
15:00wherein you
15:00you can just work on only the dream body
15:03of the car
15:04which will have only the frame and the
15:06body of the car with some other
15:07components
15:08or you can start working especially only
15:10with sub components
15:12which we usually call it as a component
15:14level or system level
15:16wherein you analyze a a simple component
15:20along with its uh inbound accelerace and
15:23also system level
15:25where you define a complete system and
15:27then you try to figure out what are what
15:29is the
15:30for what are the causes of vibrations
15:32what are the forces which are going
15:33to come onto the machine and also you
15:35can have the full vehicle analysis and
15:37try to understand
15:38how much of vibrations are going to get
15:40transferred in a complete vehicle
15:42and what is the sound level which is
15:44going to get generated
15:46inside the cabin of the car so in our
15:48study now
15:49we are going to work talk more about the
15:51system level
15:52and here the system under consideration
15:54would be the frame of the car
15:56which i would say would like we usually
15:59work with
16:00three distinct areas whenever we do
16:03analysis of that
16:04and that would be divided broadly into a
16:07modal analysis
16:08then a forced response analysis which
16:10involves frequency response functions
16:12and then the vibration control wire
16:14stiffness
16:15different stiffness methods
16:19let's start looking at each of them in
16:21detail
16:23modal analysis so i am sure pretty sure
16:26that most of you all have heard this
16:28term moral analysis natural frequencies
16:31mood shapes
16:32and blah blah blah so let's quickly see
16:34what what model analysis
16:36is how important it is to understand
16:40the frame nvh and how is it going to
16:43help the engineer to
16:45make the frame nvh better so
16:48modal analysis is a broad area wherein
16:53we study that we study the component
16:55behavior or we study the
16:57behavior of the model under test for its
16:59modal characteristics
17:01and by modal characteristics i mean what
17:03are its natural frequencies
17:05in a free free state what are its
17:06natural frequencies in a constrained
17:08state
17:09what what what what frequency will it
17:12resonate
17:13uh what types of displacements it's
17:16going to have what types of moments it
17:17is going
17:18to have is it a
17:21lateral mode or is it a torsional mode
17:23etc so
17:26when i say natural frequency it's
17:28nothing but of
17:29the fundamental frequency of the body at
17:31which it will
17:33start vibrating when you when you excite
17:36it and you leave it
17:37so for example if you take a guitar a
17:40string of a guitar
17:42you pluck the string of the guitar and
17:44you leave it so the guitar is going to
17:46vibrate at
17:47a certain frequency and that frequency
17:50is known as the fundamental frequency of
17:52the guitar
17:53and that is going to remain constant so
17:56this is very important
17:57this the fundamental frequency is a
18:00characteristic
18:01of the system or characteristics of the
18:04body
18:05so it is like young's modulus or
18:08stiffness so it is not going to change
18:11unless and until you
18:12change certain boundary conditions or
18:15certain constraints
18:16the natural frequency is going to remain
18:18the same
18:19especially in a free free analysis so if
18:23you can see the image here
18:24there's a tuning fork which has uh
18:28for which an uh free free run has been
18:30uh given
18:32and it is go uh a customer has been
18:34given and it is go
18:35it is showing its small shape so you can
18:38see that the two prongs
18:41moving away from each other and that
18:43this is one of the fundamental
18:45frequency modes of the tuning fork
18:48coming to resonance so whenever any body
18:52is subjected to a forcing
18:54frequency and the body has a certain set
18:57of natural frequencies associated with
18:59it
18:59and the forcing frequency overlaps or
19:03matches the fundamental frequency of the
19:05body
19:06then the amplitude which is generated
19:09will be quite high
19:10and that phenomenon we call it as a
19:12resonance
19:13a resonance can be both advantageous and
19:15disadvantageous
19:17and with respect to frame and we're
19:20concepts or with respect to frame in
19:21which
19:23analysis i would say we are at a
19:24disadvantage whenever we talk about
19:26resonance
19:27so this is very important to
19:30understand and we also need to identify
19:33at what
19:34forcing functions and or what flow
19:35forcing frequencies the
19:37resonance is going to happen next coming
19:40to mode shape
19:41mode shape is nothing but the direction
19:44of displacement of the body
19:46and which is going to help us understand
19:48at a particular frequency
19:51in what direction the body is going to
19:53displace itself
19:54and that will really help the engineer
19:57to
19:58make corrections to the design and to
20:01also
20:03stiffen the body or make the body more
20:06durable
20:06so that the frequencies are not excited
20:09and the
20:10particular mode shape is not attained
20:13so the different types of mode shapes
20:16which are
20:17the different terminologies being rigid
20:19modes
20:20then you have the lateral modes you have
20:21the torsional modes
20:23you can have vertical mode there is
20:25something called as local and global
20:26modes
20:28which usually are applied to the whole
20:30body
20:31so global modes are the ones where you
20:34can say 85 to 90 percent of the body
20:36is having a displacement and local are
20:39usually where the only one one part of
20:41the body is going to have
20:42certain displacements that is which is
20:45usually observed at higher frequencies
20:46and
20:47global modes are of more interest at
20:49lower frequencies
20:51the formula for natural frequency
20:53mathematically would be given by
20:54omega n is equal to root k by m where
20:58k would be the stiffness of the body and
21:00m would be the mass of the body
21:02and omega n usually denotes the natural
21:04frequency
21:05and omega n would be the undamped
21:09natural frequency of the body so
21:12let us quickly try to understand uh what
21:16are these different mode shapes and how
21:17do they
21:18help us so if you can see here a plate
21:21has been subjected to
21:23a free free analysis model analysis and
21:26these are the different mode shapes
21:27which the plate will undergo at
21:29different
21:31natural frequencies and each of them if
21:34you plot each of them those are called
21:35as modes
21:36and the more shapes will help the
21:38engineer to understand the behavior of
21:40the system
21:40better so in a practical application let
21:44us say
21:44you can consider that if this is the
21:47frame of the car
21:48okay and this is the excitation of the
21:51first mode and let us say it has
21:53a certain frequency or single digit
21:55frequency of say
21:57four or five hertz and
22:00at this point above it you have you have
22:03located the
22:04seat of the driver so
22:07what does this mean is if the road
22:10frequency or say even the excitation
22:12frequency from the
22:13engines is going to match the frequency
22:17which is going to
22:18get transmitted to the frame and it is
22:21going to be off 5 hertz
22:23this is the amplitude the amplitude
22:25would be magnified to a greater extent
22:28and the person and the model or the body
22:32which is attached to it that is the seat
22:33would experience very heavy vibrations
22:36and that would cause great discomfort to
22:38the driver
22:39and this would be then the area of
22:41interest
22:42for the engineer to arrest the
22:44vibrations of this mode
22:45either move the vibrate either move the
22:47fundamental frequency to a lower grade
22:49or a higher
22:50band and then try to again rerun the
22:53analysis and see if
22:54the driver's seat is not is experiencing
22:57lower or moderate vibrations which are
22:58under the
23:00regulated guidelines
23:04yeah going further let's talk more about
23:08damping and what is done exactly in a
23:11eigen value analysis or a modal analysis
23:14so
23:15damping is nothing but dissipation of
23:18energy from a system
23:19and as discussed in the first slide
23:21itself it's going to play a
23:24major role in terms of attenuating the
23:28amplitude of vibration so if you can
23:32if you can see the image on the right
23:33side here
23:35there are three different dampings which
23:36are provided so the first one
23:40has a very light damping the second one
23:43has
23:43a critical damping and the third one has
23:46heavy dumping what do you mean by
23:48those three terms so if the first one
23:51by light damping it means that the
23:53system is free to vibrate
23:55okay and it is going to come to rest in
23:58a slow
23:58and a phased manner and if you can plot
24:01a graph of it
24:02this is how the behavior will be and it
24:04will come slowly to rest
24:06okay and critical damping is the one
24:09where
24:11the vibration will come to rest in the
24:13minimum or the shortest possible time
24:15and that is what you can see here that
24:17the vibration started
24:19and then it damped out and there is no
24:21hydration now there is no amplitude
24:23and the third one is heavily damped
24:27okay so here the
24:30rate at which it is going to come to
24:32zero is going to be very very slow
24:34so all the three have different set of
24:37applications in the industry
24:39uh one of the applications for the or
24:41the heavy dumping case which i can give
24:43is the
24:45the dampers which we use on the doors in
24:47offices so if you have seen them
24:49whenever you open the door and you leave
24:51it so it will come back
24:54slowly and it will respect to its
24:55original position and that is one of the
24:57examples of
24:59heavily damped system so critically
25:03damped systems uh
25:05the example which i can give would be
25:06those of
25:08missile systems wherein after the
25:09missile is shot or after the after the
25:11gunshot
25:12the system has to quickly recoil and
25:14come back to its original position
25:17otherwise imagine what would happen if
25:18it keeps on recoiling like this
25:21the soldiers will never be able to
25:22reload it back
25:24so different damping conditions help in
25:27arresting
25:28the amplitude of vibration to the
25:30desired level
25:31so there are different mathematical
25:33equations which are formed
25:35for the damping and how is damping going
25:38to
25:39play a role in analysis so what we saw
25:42in the previous slide was the
25:44natural frequency omega n and
25:48that was nothing but is equal to root of
25:50k by m
25:52but whenever you talk about damping
25:54damping is
25:55going to reduce the natural frequency to
25:58a certain level and that formula is
26:00given by
26:01the last one here the damping frequency
26:03is going to be
26:04omega natural frequency multiplied by
26:06root of 1 minus
26:07tau of tau square and what is tau tau is
26:10nothing but
26:11the damping factor divided by the
26:12critical damping
26:14and if you closely observe now critical
26:16damping is nothing but a function of
26:17constant multiplied by root of again
26:20mass
26:21and spring stiffness so
26:25they're all interrelated everything is
26:27going to revolve around
26:28the mass and stiffness of the body and
26:32damping as damping is going to play a
26:35important role
26:36as per this equation which is provided
26:39now coming down to eigenvalue analysis
26:42what what
26:43are the different types of analysis that
26:45can be carried out
26:47here in modal analysis you can carry out
26:49a free free analysis
26:51of the body so what do you mean by free
26:53free analysis here
26:54in a preview analysis there is no
26:55forcing function or no force involved
26:58you are just going to allow the body to
27:00freely vibrate
27:01and then you are you are going to figure
27:04out what are the natural frequencies of
27:05the system
27:06and what are the different mode shapes
27:07which are going to be exhibited by the
27:09system uh one of the main applications
27:12of a free free analysis especially in
27:14assembly setting is to understand
27:17the model integrity so let us say you
27:20have number of
27:21components of automated components
27:23connected to each other and if you run a
27:25free free analysis
27:27you should get six rigid modes for the
27:29complete
27:30component or complete body or the
27:32complete assembly of the vehicle
27:34if you get more than that it means that
27:36there is there is some mismatch
27:38in the way you have connected the
27:40different components with each other and
27:42that is going to make your complete
27:45whole of the analysis
27:46uh to be invalid so a free free run will
27:50usually give you
27:51the the six rigid modes and your seventh
27:54mode will be
27:55by rigid modes i mean that the frequency
27:57will be tending almost standing to zero
28:00and from the seventh mode onwards you
28:02will have a positive
28:03frequency value which will be termed as
28:04the first fundamental frequency of the
28:07system under test

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