Application of the concept of acoustic influence coefficients for the optimization of a vehicle roof

Marburg, Steffen; Hardtke, H.‐J.; Schmidt, Robert S.; Pawandenat, D.

doi:10.1016/s0955-7997(97)00067-2

Cited by 30 publications

(22 citation statements)

References 2 publications

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“…Akusta allows the computation of acoustic in#uence coe$cients that can be e$ciently used for optimization purposes [22,28].…”

Section: Simulation Modelmentioning

confidence: 99%

“…More globally oriented measures for sti!ness are the lowest eigenfrequency or the number of modes up to a certain frequency limit. It was shown in reference [23] that static sti!ness does not necessarily ensure better acoustics. Moreover, it was shown there that even the decrease of the "rst natural frequency by about 35% can remarkably decrease the modal density and improve the acoustic behaviour of the structure.…”

Section: Optimized Design and Its Mode Shapesmentioning

confidence: 99%

“…Modelling of the body structure of a car usually is so complex that existing local e!ects of vibration cannot reliably be validated in the calculation model. Moreover, methods that proposed changes of the geometry of vehicle panels [21,22] cannot be veri"ed with these structures. The possibility of substituting the panel by another panel with new geometry would include a destruction of the complex structure and even an identical panel would provide a new vibroacoustic behaviour.…”

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

Experimental Verification of Structural-Acoustic Modelling and Design Optimization

Marburg

Beer

Gier

et al. 2002

Journal of Sound and Vibration

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“…Akusta allows the computation of acoustic in#uence coe$cients that can be e$ciently used for optimization purposes [22,28].…”

Section: Simulation Modelmentioning

confidence: 99%

Section: Optimized Design and Its Mode Shapesmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

Experimental Verification of Structural-Acoustic Modelling and Design Optimization

Marburg

Beer

Gier

et al. 2002

Journal of Sound and Vibration

Self Cite

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“…These influence coefficients represent the solution of the acoustic problem independent of the structural vibrations. 31,38 If the structure is modified in an optimization process, there is no need to perform another solution for the fluid field, provided the structural modifications are small with respect to the fluid wavelength. The fluid wavelength for the upper frequency bound in our investigation will be 3.4 m while maximum modifications of the structure account for 2.5 cm.…”

Section: Fluid Modelmentioning

confidence: 99%

Investigation and Optimization of a Spare Wheel Well to Reduce Vehicle Interior Noise

Marburg

Hardtke

2003

J. Comp. Acous.

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Optimization of structures with the intention to reduce noise emission has become an efficient tool during the past decade. Various approaches and applications have been published and will be briefly reviewed in this paper. Then, the structural component model of a spare wheel well and the fluid model of a sedan cabin are described. The noise transfer function is defined as the sound pressure level in vicinity of the driver's ear due to a harmonic force excitation at engine supports. The frequency range of 0-100 Hz is considered. In a first investigation, it is tested whether stiffening of the entire structural component really decreases the noise transfer function. It can be seen that this stiffening mainly affects noise emission in the upper frequency range. In a contribution analysis, i.e. analysis of the surface contribution to the noise at the driver's ear, the original model and the stiffened model are compared. This contribution analysis includes frequency ranges by summation of contribution and/or contribution levels. Modification of the structure by design variables consists of modification of the shell geometry, i.e. curvature. Two regions are selected at the bottom of the wheel well. Optimization of 30 design variables leads to a gain of 1.15 dB in the objective function being the root mean square value of the sound pressure level at the driver's ear. Finally, we discuss the results. In most papers on structural acoustic optimization, higher decreases have been reported. An explanation is provided, why this was not possible for the structure that has been investigated here. The new shape, however, seems to be a reasonable choice.

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“…The acoustic sensitivity with respect to surface velocity used in this method may be termed as influence coefficients, cf. Ishiyama et al [9], Marburg [10], or recently as acoustic transfer vectors [11]. Usually, structural frequency response is calculated for broad frequency ranges by FEA using mode superposition techniques.…”

Section: Introductionmentioning

confidence: 99%

FEM–BEM-coupling and structural–acoustic sensitivity analysis for shell geometries

Fritze

Marburg

Hardtke

2005

Computers & Structures

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Application of the concept of acoustic influence coefficients for the optimization of a vehicle roof

Cited by 30 publications

References 2 publications

Experimental Verification of Structural-Acoustic Modelling and Design Optimization

Experimental Verification of Structural-Acoustic Modelling and Design Optimization

Investigation and Optimization of a Spare Wheel Well to Reduce Vehicle Interior Noise

FEM–BEM-coupling and structural–acoustic sensitivity analysis for shell geometries

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