Recent Progress using SEA and CFD to Predict Interior Wind Noise

Bremner, Paul; Zhu, Ming

doi:10.4271/2003-01-1705

Cited by 30 publications

(11 citation statements)

References 13 publications

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“…Based on the incompressible flow assumption (r Á U = 0), the equations ( 3) and ( 4) can be derived as a single equation in terms of acoustic pressure and noise sources from incompressible flow, as shown in equation (5).…”

Section: Ape Calculation Methodsmentioning

confidence: 99%

“…[1][2][3] With the significant reduction of other noise sources such as engine noise and tire-road noise, study of surface pressure fluctuations on the side glass and their transmission characteristics and mechanism to vehicle interior has become one of the important research fields of aerodynamic noise. [4][5][6] The pressure fluctuations on the side glass comprise two parts: convective (hydrodynamic) and acoustic pressures. The convective pressure fluctuation comes from the separation of the airflow around the car body, and the acoustic pressure fluctuation mainly comes from the noise generated by the flow separation.…”

Section: Introductionmentioning

confidence: 99%

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Wind noise source characterization and transmission study through a side glass of DrivAer model based on a hybrid DES/APE method

Wen

Liu

et al. 2020

Proceedings of the Institution of Mechanical Engineers, Part D:

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Based on a DrivAer model with notchback, the characteristics of convective and acoustic pressure fluctuations on the side window, as well as their contributions to interior noise were studied. Firstly, a full-size DrivAer clay model was produced with a real glass set on the front left window, and the rest parts with thick clay. In this way, the side glass becomes the exclusive transmission path for the exterior convective and acoustic pressures into acoustic cabin inside. In this study, the acoustic pressure fluctuation on the side window surface was calculated by solving the acoustic perturbation equation (APE) based on the calculation results of convective pressure fluctuation with the incompressible Detached Eddy Simulation (DES). Furthermore, with the convective and acoustic pressure fluctuations as power inputs, the interior noise was calculated with Statistical Energy Analysis (SEA). The calculated interior noise level shows good agreement with the tested results in the wind tunnel, which indirectly validates the reliability of the calculated acoustic pressures with APE method. The contributions of the convective and acoustic pressure fluctuations to the interior noise show that the acoustic pressure fluctuation takes much higher transmission efficiency than the convective one, especially at the high frequency range above the coincidence frequency of the glass, the contribution of acoustic pressure fluctuation is absolutely dominant.

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Section: Ape Calculation Methodsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Wind noise source characterization and transmission study through a side glass of DrivAer model based on a hybrid DES/APE method

Wen

Liu

et al. 2020

Proceedings of the Institution of Mechanical Engineers, Part D:

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“…Consequently the wavelengths of the acoustic field are of an order of magnitude longer than the hydrodynamic fluctuations (the acoustic wavenumbers are an order of magnitude smaller). The glazing provides a strong filter for the smaller wavelength, higher wavenumber, hydrodynamic fluctuations since these do not couple as effectively with the structural vibration characteristics of the glass 31 . Owing to its importance as a contribution to the noise inside the cabin it is of interest to be able to measure the exterior acoustic field.…”

Section: Hydrodynamic Fluctuationsmentioning

confidence: 99%

Automotive aeroacoustics: An overview

Oettle

Sims-Williams

2017

Proceedings of the Institution of Mechanical Engineers, Part D:

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The full-text may be used and/or reproduced, and given to third parties in any format or medium, without prior permission or charge, for personal research or study, educational, or not-for-prot purposes provided that:• a full bibliographic reference is made to the original source • a link is made to the metadata record in DRO • the full-text is not changed in any way The full-text must not be sold in any format or medium without the formal permission of the copyright holders.Please consult the full DRO policy for further details. AbstractVehicle aeroacoustic performance has a strong influence on customer perception and also has importance for safety and comfort. Wind noise performance was once differentiated by the quality of sealing. Today, achieving competitive wind noise performance also depends on minimising aeroacoustic noise sources generated by the vehicle form, and on attenuation in the noise pathway from sources on the exterior to the vehicle interior. Attenuation in the noise pathway from sources on the exterior to the vehicle interior, especially through glazed surfaces, will continue to play an important role in controlling cabin noise, with a particular emphasis on achieving attenuation efficiently in terms of component mass. The human brain is not only sensitive towards the level of steady broadband noise, but distinctive features such as tonality or modulation draw the attention of the vehicle occupant and impact negatively on perception. Complex indices are often required to define good wind noise performance. This includes the consideration of multiple frequency bands and effects of the range of yaw angles experienced on-road. A key to achieving future vehicle refinement is bringing together an understanding of unsteady onset flow conditions, their impact on cabin sound pressure level and modulation and in turn the impact of noise level and modulation on psychoacoustic perception.

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“…The remaining modes are non-resonating modes. It would be a mistake for automotive wind noise estimation7,8 to assume that all of the sound power is radiated only by the resonant modes. They are indeed weak radiators below the coincidence frequency of the panel (k M >k 0 ;  M <<1 as illustrated onFig.…”

mentioning

confidence: 99%

Estimation of Automotive Wind Noise by Coupling Direct Noise Computation to Statistical Energy Analysis

Vanherpe

Lafon

Lobel

2013

19th AIAA/CEAS Aeroacoustics Conference

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A statistical energy analysis approach was developed in this paper for the prediction of the sound transmitted through a flexible plate loaded by the turbulent wake of a car rear view mirror. The fluid loading is simulated using a direct noise computation code. This code solves the full compressible three dimensional Navier-Stokes equations with highly accurate space and time algorithms and is able to capture the low amplitude acoustic part of the wall pressure fluctuations. The computed wall pressure field is used as power input in a statistical energy analysis model coupling the flexible plate to an acoustic cavity. Although the acoustic component is of small magnitude compared to the convected component of the fluid loading, it is shown that the non-resonating plate modes provide an efficient transmission path to the acoustic excitation which cannot be neglected below the coincidence frequency of the plate. Above this critical frequency, the sound pressure inside the cavity is driven by the resonant modes and the acoustic component of the wall pressure fluctuation. 2 Nomenclature a M = plate modal displacement  i = internal damping loss factor A = area of the vibrating plate       ij = coupling loss factor c 0 = speed of sound  N = cavity modal damping D = plate bending stiffness  = plate Poisson's ratio e = plate thickness  = spectral density of the radiated power E = plate Young's modulus    = spectral density of the powerradiated by the fc = coincidence frequency of the plate M th mode of the plate k c = convective wavenumber       = plate density k M = wavenumber of the M th plates's mode      = air density    k 0 = acoustic wavenumber  M = modal radiation efficiency L x , L y = plate dimensions        <> = Average radiation efficiency of m s = plate mass per unit area resonating modes p = pressure load on the plate  c = plate's coincidence angular frequency P = acoustic power radiated by the plate   = M th eigenfrequency of the plate P i = external power input  = center frequency of the analysis band P ii = power dissipated in a subsystem P ij = power transmitted from subsystem i to subsystem j P M = modal component of the acoustic pressure load U c = convection velocity v M = plate modal velocity w = plate normal displacement w M = plate modeshape W i

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Recent Progress using SEA and CFD to Predict Interior Wind Noise

Cited by 30 publications

References 13 publications

Wind noise source characterization and transmission study through a side glass of DrivAer model based on a hybrid DES/APE method

Wind noise source characterization and transmission study through a side glass of DrivAer model based on a hybrid DES/APE method

Automotive aeroacoustics: An overview

Estimation of Automotive Wind Noise by Coupling Direct Noise Computation to Statistical Energy Analysis

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