The automotive industry is currently experiencing relevant technology changes in the design of the engines, transmission and total drivetrain, induced by increasing customer demand for fuel efficiency and more stringent government requirements in emissions and safety. One of the problems relating to environmental impact concerns the noise emitted by the vehicle, for which various solutions have been experimented: new and more resistant materials have been worked out in order to minimize noise pollution and the environmental impact of the vehicle, even at the end of the operating life of its components. This research illustrates a solution as a response to those requirements, as well as being a response to the targets of comfort: a viscoelastic material, appointed to increase the damping of structures involved in vibroacoustic phenomena generated in a vehicle. The performance of these innovative materials have been analyzed both from a numerical standpoint that experimental. Starting from the empirical results of tests carried out in the laboratory, finite element models have been developed in order to have a suitable numerical database for further vibro-acoustic simulations

ARENA, MAURIZIO

D. Siano

VISCARDI, MASSIMO

Archivio della ricerca - Università degli studi di Napoli Federico II

   Abstract—The automotive industry is currently experiencing relevant technology changes in the design of the engines, transmission and total drivetrain, induced by increasing customer demand for fuel efficiency and more stringent government requirements in emissions and safety. One of the problems relating to environmental impact concerns the noise emitted by the vehicle, for which various solutions have been experimented: new and more resistant materials have been worked out in order to minimize noise pollution and the environmental impact of the vehicle, even at the end of the operating life of its components. This research illustrates a solution as a response to those requirements, as well as being a response to the targets of comfort: a viscoelastic material, appointed to increase the damping of structures involved in vibroacoustic phenomena generated in a vehicle. The performance of these innovative materials have been analyzed both from a numerical standpoint that experimental. Starting from the empirical results of tests carried out in the laboratory, finite element models have been developed in order to have a suitable numerical database for further vibro-acoustic simulations.  Keywords— Automotive, Finite Element Model, Non-contact Measurement, Viscoelasticity.  I. INTRODUCTION HIS work has the purpose to investigate new materials and technologies aimed to reduce the noise and vibrations produced inside motor vehicles. The meaningful growth process and the exponential development related to automotive industry has currently introduced new requirements concerning the fuel consumption and the noise emitted [1]. The awareness on meeting the comfort targets implies a significant evolution of the assessments in vehicle design, aimed to deliver best fuel efficiency with no loss of powers and refinements. In this research context, innovative materials, targeted at the reduction of the car-body floor, will be analysed and compared to “standard one”; in the specific, viscoelastic foams will be investigated as a valid alternative to conventional add-on damping element as generally used in these applications [2]. Standard foams are already used as a part of the car-body carpet element, but their role is mainly the decoupling of the carpet from the floor; basic idea of the research is to force this element to strongly contribute to the vibrational energy dissipation. In the present paper, both numerical and experimental procedures have been addressed to evaluate the dynamic performances of viscoelastic foams with different physical properties [3]. In the next paragraphs will be then describe the main characteristics of the numerical model, the results from tests by non-contact techniques and finally the numerical-experimental correlation of the processed data. II. STRUCTURAL NUMERICAL MODEL The FE model has been conceived to be fully representative of the test articles adopted in the laboratory in order to validate their vibro-acoustic behaviour. Each foam has been discretized using HEX8 elements glued on a 2-D (CQUAD) mesh [4], which simulates the metal support plate, Fig. 1. The main characteristics of FE (Finite Element) model, performed in PATRAN – MSC NASTRAN©, are summarized in Table I.   Fig. 1 Structural system mesh  TABLE I.  FE MODEL CHARACTERISTICS  FE entity n° Nodes 286 CHEXA 120 CQUAD 120  The material properties in structural model (density 𝜌, Elastic Modulus E, Shear Modulus G and Poisson ratio ν) have been assigned considering a linear behavior for the original foam, while viscoelastic characteristics were defined for 65-30 and 75-30 foams, Table II. TABLE II.  ISOTROPIC MATERIAL PROPERTIES Data Plate Original 65-30 75-30 𝜌 [Kg/m3] 8110 65 65 75 E [MPa] 1161 0.012 0.017 0.525 G [MPa] Linear Linear 0.0057 0.1236 𝜈 0.3 0.3 0.3 0.3 Experimental and numerical assessment of innovative damping foams  M. Viscardi, M. Arena, D. Siano T INTERNATIONAL JOURNAL OF MECHANICS Volume 10, 2016ISSN: 1998-4448 329  III. MODAL ANALYSIS AND FE MODEL UPDATING The vibration test has been performed by a scanning Laser Doppler Vibrometer (LDV), Polytec 400©. Such non-invasive technique has allowed the acquisition of the microscopic vibrations at 63 monitoring points and the deflection shape of the entire surface in the bandwidth 0-2048 Hz. The structure was excited with a piezoelectric device, which generated a white noise signal, Fig. 2.   Fig. 2 Monitoring points  In order to simulate the free-free condition, the prototype was suspended by means of springs as showed in order to get a proper frequency separation between pendulum vibration and structural elastic modes.  Free-free boundary conditions were targeted. This condition has been realized suspending the panels to a rigid structure through two springs, in order to avoid panel rotation around suspension point. The springs have been designed in a way that proper natural frequency is one order of magnitude less than first natural frequency of panels [5]. The link between the springs and the panel is realized by two small holes in the shortest side of the panel. Good quality experimental data were obtained, as demonstrated by the consistency of the coherence and FFT (Fast Fourier Transform) functions, Fig. 3.  Fig. 3 Vibration velocity spectrum, Laser Test  The sequence of the extracted RMS (Root Mean Square) velocity, associated with each configuration listed in the Table III. The results show the significant damping induced by the foams, on the vibration velocity: it is clear a reduction of one order of magnitude compared to the baseline case. TABLE III.  RMS VIBRATION VELOCITY  Plate Original 65-30 75-30 RMS  [m/s]2 3.04*10-4 1.02*10-4 1.09*10-4 1.13*10-4  FE model has then been validated by a correlation with the test results, Fig. 4. The validation has been conducted for configuration in free-free condition, correlating modal analysis results in terms of modal frequencies and mode shapes referring to Lanczos method implemented in SOL 103 [4]. A quick model updating has been carried out mainly to match better the first and second flexural modes with the experimental results, which were used as reference conditions in previous studies to estimate the structural damping [3].   Fig. 4 First mode shape: experimental (a), FEM (b)  Fig. 5 Second mode shape: experimental (a), FEM (b)  The comparison between the numerical results, obtained by MSC Nastran©, and experimental ones both by the laser that hammer test, is reported in Table IV - V.      INTERNATIONAL JOURNAL OF MECHANICS Volume 10, 2016ISSN: 1998-4448 330  TABLE IV.  NATURAL FREQUENCY CORRELATION, FIRST MODE SHAPE  LMS TestLab Polytec 400 MSC Nastran Plate 47.8 Hz 48 Hz 47.8 Hz Original  45.160 Hz 45.2 Hz 45.556 Hz 65-30 45.607 Hz 45.6 Hz 45.649 Hz 75-30 45.951 Hz 45.9 Hz 45.991 Hz  TABLE V.  NATURAL FREQUENCY CORRELATION, SECOND MODE SHAPE  LMS TestLab Polytec 400 MSC Nastran Plate 66 Hz 66 Hz 65.35 Hz Original  63.2 Hz 63 Hz 63 Hz 65-30 62.1 Hz 62.3 Hz 62.3 Hz 75-30 62.4 Hz 62.6 Hz 62.5 Hz  On the basis of the results, it can be concluded that the updated numerical model can be considered validated for further vibro-acoustic analysis.  IV. DAMPING RATIO MEASUREMENT The experimental measurements performed in this research have allowed for estimating the damping properties of innovative viscoelastic foams by means of different proven techniques. In the vibration test, Fig. 5, the frequency response measurements lead to observe a significant reduction of the resonance peak mainly due to the 65-30 and 75-30 foams, Fig. 6.   Fig. 5 Vibration test set-up:  instrumentation (a), test rig (b)  The half-power bandwidth method (HPB) is very suitable to evaluate the modal damping factor ζ from frequency domain close to the resonance region: two point corresponding to 3 dB down from the resonance peak are considered for the calculation of (1):                                      012fff                                    (1) Where f1 and f2 represent the cut-off frequencies at the two points with an amplitude of 3 dB under the resonance value, f0 is the value of the natural frequency, Fig. 7.  Fig. 6 Frequency Response Function (FRF), range [0; 100 Hz]  Fig. 7 Frequency Response Function (FRF) about the first mode   The maximum level of response for each resonance frequency is obtained immediately after the impact, while the amplitude decays thereafter at a speed proportional to the structural damping factor ξ, which can be calculated according to the relationship (2) in time domain, Fig. 8:                               22 4                                   (2)  In which δ is the logarithmic decrement (LD) calculated between two consecutive peaks, gi and gi+1, of the acceleration time history (3):                                   1lniigg                                   (3)  Fig. 8 Acceleration time response INTERNATIONAL JOURNAL OF MECHANICS Volume 10, 2016ISSN: 1998-4448 331  The acoustic testing have been performed to assess the dissipative effects at high frequency range too. A white noise signal has been used as input by means of a piezoelectric exciter, obtaining a pressure excitation on the panel measured by the microphone. All the pressure measurements are reduced at a fixed distance about 50 cm from the panel, as shown in Fig. 9 – 12, very close to this in order to avoid all the environment influence, and the average SPL (Sound Pressure Level) is calculated [5].    Fig. 9 Acoustic test set-up, Plate   Fig. 10 Acoustic test set-up, Plate with Original Foam   Fig. 11 Acoustic test set-up, Plate with Foam 65-30   Fig. 12 Acoustic test set-up, Plate with Foam 75-30  The SPL measure, whose spectral pattern is represented in Fig. 13, was made according to the expression (4):                                      0*20PPLogSPL                       (4) In which:  P: acoustic pressure [Pa];  P0: reference pressure [20*10-5 Pa].  Fig. 13 Sound Pressure Level (SPL) spectral distribution  It is then possible to evaluate the loss factor by the analysis of SPL time history, Fig. 14.  The loss factor 𝜂, which is related to damping ratio ζ by a linear function, has been calculated according to the expression (5), on the basis of the reverberation time RT20. The results, listed in Table VI, show a very good correlation with the modal damping ratio, estimated in [3], both by half-power bandwidth that by logarithmic decrement methods. INTERNATIONAL JOURNAL OF MECHANICS Volume 10, 2016ISSN: 1998-4448 332   Fig. 14 Sound Pressure Level (SPL), time domain                                       2*2.2200RTf                      (5) TABLE VI.  DAMPING EFFECT ESTIMATION Method Original 65-30 75-30 HPB, ζ  0.19 0.56 0.60 LD, ξ 0.15 0.48 0.56 RT20, ζ 0.131 0.52 0.58 V. RADIATED SOUND POWER ESTIMATION The sound power radiation of each structural configuration has been predicted as follows. Radiation efficiency σ is defined in (5) as the proportionality between radiated sound power Πrad and the square of surface normal velocity <v2> averaged over time and radiating surface S:                                          20 vcSrad                        (5) In which 𝜌0 is the density of the acoustic fluid, and c is the speed of sound [6]. In this preliminary assessment, a radiation efficiency of the modes of a steel simply supported plane plate has been selected by empirical datasheet, Fig. 15.  Fig. 15 Radiation efficiency: steel plate (0.5*0.5*0.0015 m)  The RMS vibration velocity were obtained within the non-contact dynamic measures carried out by means of laser scanning vibrometry. The spectral trend of the radiated power has been therefore extrapolated by data post-processing in Matlab© environment.  Fig. 16 shows the global comparison in linear acoustic power , while Fig. 17 shows a direct comparison of original and viscoelastic foam in dB power.  Fig. 16 Radiated sound power   Fig. 17 Radiated sound power: foams behavior trade-off  Data may be summarized in the next Table VII, in terms of overall radiated power. TABLE VII.  DAMPING EFFECT ESTIMATION Baseline Original Foam  Final Foam  66.98 dB 59.62 dB 57.73 dB  It is important to underline that these data extrapolation are referred to the plate vibration level under the effect of different foams measured at the free side (where were not glued the foams); so, they only take into account the damping effect of foams and not eventual insulating effect on the noise propagation.  INTERNATIONAL JOURNAL OF MECHANICS Volume 10, 2016ISSN: 1998-4448 333  In any case, these results are only indicative and must be properly correlated with “near-field” acoustic measurements by a p-v (pressure-velocity) probe, which permits to get with a better resolution degree, the sound power level emitted. The effect of add-on damping may be also highlighted by the comparison of structural/acoustic frequency response function as those reported in next Fig. 18. They have been obtained through an hammer impact excitation of the structure and normalized to the impact force. They can be read as an indicator of the body acoustic sensitivity of different configuration.  Also this comparison give explanation of the extra damping that viscoelastic foam introduce into the system.  Fig. 18 Vibro-acoustic FRF of different configuration  VI. CONCLUSION AND FUTURE DEVELOPMENTS The importance of aspects relating to environmental protection and to the tutelage of comfort inside the vehicle have made it increasingly necessary in-depth research on issues such as noise and vibration. This research has therefore presented a possible and viable solution to the problems related to noise, showing the results relating to the use of innovative viscoelastic foams. The adoption of these foams could lead to the reduction of the overall weight due to the elimination of the extra treatment used today for this specific purpose, also these materials led to significant benefits in terms of vibration damping, which was measured approximately four times compared to the standard commercial solution. Lastly, these viscoelastic foams are porous by nature, therefore they have a low density and thus are particularly suitable for lightening applications, representing a solution in the “light-weight” next generation of vehicle. To continue the search and subsequently developing these materials, a numerical acoustic FE model will be developed to be correlated with the experimental and it will be made an acoustic measurements (to directly evaluate the radiated power from the panel), through a piezo-electric as an input source and a p-v (pressure-velocity) probe as a transducer for the “near-field” acquisition.  REFERENCES   [1] D. Roylance, “Mechanical properties of materials,” pp. 37-40, 2008. [2] D. Roylance, “Engineering viscoelasticity,” pp. 8-14, October 24, 2001. [3] M. Viscardi, M. Arena, “Experimental Characterization of Innovative Viscoelastic Foams,” Mechanics, Materials Science & Engineering, May 2016. [4] MSC-MD/NASTRAN®, Software Package, Ver. R3-2006, “Reference Manual”. [5] M. Di Giulio, G. Arena, A. Paonessa, “Vibro-acoustic behaviour of composite fuselage structures using embedded viscoelastic damping treatments,” AIDAA Congress, Milan, June 29–July 3, 2009. [6] C.H. Oppenheimer, S. Dubowsky, “A radiation efficiency fon unblaffed plates with experimental validation,” Journal of Sound and Vibration 1997, pp. 473–489. [7] Siano D.,  Viscardi M., Aiello R., “Experimental and Numerical Validation of an Automotive Subsystem through the Employment of FEM/BEM Approaches,” Energy Procedia V. 82 , pp. 67–74, DOI: 10.1016/j.egypro.2015.11.884, 2015. [8] L. Beranek, “Noise Reduction,” Mc Graw-Hill, 1960. [9] L. Beranek, I. L. Ver, “Noise and Vibration Control Engineering: Principles and Applications,” Whiley & Sons, New York, NY, USA, 1992. [10] D. I. G. Jones, “Handbook of Viscoelastic Vibration Damping,” Whiley & Sons, New York, NY, USA, 2001. [11] ASTM E 756-04e1, “Standard Test Method for Measuring Vibration-Damping of Materials,” February 22, 2005. [12] A. D. Nashif, D. I. G. Jones, J. P. Henderson, “Vibration Damping,” John Wiley and Sons, Inc., New York, NY, USA, 1985. [13] M. Di Giulio, A. Paonessa, E. Monaco, S. Migliore, “Aircraft composite structures modelling and vibro-acoustic optimisation analysis,” AIDAA Congress, Volterra, Italy, September, 19-22, 2005.   Massimo Viscardi was born in Naples (Itay) on the 28th of January 1970, where he graduated in Aerospace Engineering. Assistant professor of Aerospace Structural Testing and of Experimental Vibroacoustic at University of Naples, his research is mainly dedicated to innovative measurement and control technologies for acoustic and vibration phenomena.  He has been involved in many EU project within the 6th, 7th framework as well H2020 contest.  Expert evaluator for the Ministry of Economic Development, Italy. He is member of several association and has been author of about 70 scientific papers as well as referee of many scientific journals.  Department of Industrial Engineering University of Naples massimo.viscardi@unina.it   Maurizio Arena was born in Naples (Itay) on the 28th of December 1989, where he graduated in Aerospace Engineering. He is now involved in the PhD program at Univeristy of Naples, where he work within the Smart Structures group. His main area of interest are: smart structures, acoustic and vibration.  Department of Industrial Engineering University of Naples maurizio.arena@unina.it   Daniela Siano was born  in Naples - Italy, and graduated in Aeronautical Engineering at the University of Naples “Federico II”, Italy in 1994. Until 2001, she was researcher in acoustic and vibration department at C.I.R.A. (Italian aerospace Research Center). From 2001 until now, she is a Researcher at National Research Council of Italy (CNR) in the field of Acoustic and Vibration in transport field. She is responsible of Acoustic and Vibration Laboratory in her Institution. Expert evaluator within the EU 6th and 7th Framework Research Programme, in Transport-Aeronautics in 2006 and 2007. Project expert evaluator in Ministry Economic Development, Italy. Referee for some International Journals and session organizers collaborating with SAE conferences. She is author of about 75 Scientific Papers published on International Journals and Conferences Proceedings and editor of two INTERNATIONAL JOURNAL OF MECHANICS Volume 10, 2016ISSN: 1998-4448 334  Scientific Books : ‘Noise Control, Reduction and Cancellation Solutions in Engineering’,  ISBN 978-953-307-918-9, 308 pages, DOI: 10.5772/1375, and ‘Fuel Injection’, ISBN 978-953-307-116-9, 262 pages, DOI: 10.5772/55402. . She is tutor of several thesis and PhD thesis, as well.     CNR (National Research Council of Italy) - Istituto Motori  d.siano@im.cnr.it   INTERNATIONAL JOURNAL OF MECHANICS Volume 10, 2016ISSN: 1998-4448 335

Experimental and numerical assessment of innovative damping foams

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Archivio della ricerca - Università degli studi di Napoli Federico II