Automotive Acoustics Conference 2019: 5. Internationale ATZ-Fachtagung Fahrzeugakustik

© Springer Fachmedien Wiesbaden GmbH, ein Teil von Springer Nature 2020

W. Siebenpfeiffer (Hrsg.)Automotive Acoustics Conference 2019Proceedingshttps://doi.org/10.1007/978-3-658-27669-0_1

NVH Refinement Issues for BEV

Léon Gavric¹  

(1)

VP & Senior NVH Expert, Department of Quality and Engineering, PSA Groupe, Paris, France

Léon Gavric

Email: leon.gavric@mpsa.com

Abstract

Regulatory pressures on internal combustion engines (ICEs), combined with technological improvements in electric powertrains and batteries lead to an increase of demand for electric vehicles (EVs). Both, the traditional carmakers as well as new entrants without ICE legacies are developing and putting on the market new EV models.

Worldwide sales of pure battery EVs (BEV-excluding hybrids) grew by approximately 45% in 2016. Since, BEVs become mass-market product, it is necessary that automotive acoustic engineers apprehend and evaluate related technology trends and their influences on vehicle NVH. The BEV is a radically different vehicle and it needs an updated NVH approach, which targets all relevant NVH comfort issues in a specific electric environment. As demand rises, BEV technology and design will continue to evolve, and strategic challenges will follow. Established OEMs and their traditional suppliers will need to rethink their approaches to preserve their revenue and profitability.

The ZE driving implies silence. Consequently, some NVH performances are to be increased for BEVs. The lack of IC engine noise masking exacerbates: the noises of different systems & devices, wind noise, rolling noise and tire hiss, etc. the corresponding NVH requirements are to be strengthened, comparing to the IC engine vehicles. The completely new, but crucial NVH challenge for BEV is to control e-Powertrain whining. Disturbing noises like squeak rattle and buzz, particularly in low noise BEV context are prohibited, too.

Keywords

Battery Electric VehiclesNVH performancesNVH design

1 Actual Market and BEV

1.1 Why do EOMs Invest Massively in BEV

Environmental, friendly car becomes societal objective due to: the ecological conscience of customer, the tax policy in favor of low consumption cars and CO2 reduction objectives imposed by EU legislation.

The ‘ecological conscience’ of consumer, the CO2 reduction imposed by legislation and the low consumption tax policy adopted by majority of countries, motivate car manufacturers to develop new generation of low CO2 emission cars.

Concerning the CAFE The reduction of CO2 emission is required by new European legislation. The objectives are fixed by CAFE index: Corporate Average Fuel Economy and expressed as quantity of CO2 generated by average car in grams per kilometer. The averaging is performed on total car ensemble sold in all European countries by a manufacturer. The non-respect of the objectives fixed by EU will lead to financial penalties proportional to the observed deviation. By 2021, phased in from 2020, the fleet average to be achieved by all new cars is 95 g of CO2 per kilometer (4.0 L/km). From 2019, the penalty will be €95 form the first gram of exceedance. The low emission BEVs will count double when compute the average. Moreover the percentage of low emission vehicles (BEV and PHEV) is imposed for the years to come (2025 xx% and 2030 XX%). Therefore, BEV technology seem to be unavoidable in order to reach those objectives.

CO2 emissions from new cars should be cut by 45% by 2030 and market uptake of zero – and low-emission vehicles should accelerate, said committee MEPs on Monday.

Environment Committee MEPs proposed setting a higher target for reducing EU fleet-wide emissions for new cars by 2030: 45% (compared to the EU Commission’s 30%) with an intermediate target of 20% by 2025. The draft legislation also sets similar targets for new vans.

Manufacturers whose average CO2 emissions exceed these targets will pay a premium to the EU budget, to be used, inter alia, for up-skilling workers affected by changes in the automotive sector, MEPs agreed.

Carmakers will also have to ensure that zero- and low- emission vehicles – ZLEVs – (which emit less than 50 g CO2/km) have a 40% market share of sales of new cars and vans by 2030, and 20% by 2025.

1.2 BEV Technology

The principle of BEV is simple: an electric motor powered by a battery replaces the Internal Combustion Engine Vehicle (ICEV) and the tank, and the vehicle is plugged to a charging spot when the battery needs to be charged (Fig. 1).

Fig. 1.

BEV (Battery Electric Vehicle) vs ICEV (Internal Combustion Engine Vehicle): technology and principal devices needed for generation of motion and energy storage.

They have many advantages: they are highly efficient, do not produce tailpipe emissions which is beneficial for local air quality, they have good acceleration, can be charged overnight on low cost electricity produced by any type of power station, including renewables. However, despite these advantages, BEVs, also, face significant challenges. Electricity storage is still expensive and the charging of the battery is time consuming; this is why the range of these vehicles is limited (Fig. 2).

Fig. 2.

E-powertrain and battery pack are the principal subsystems needed for electric motion.

E-powertrin comparing to IC-powertrain

It is generally of lower mass and moment of inertia, which implies lower excitation by road induced vibrations. It has a high torque, which can be observed even at low motor speeds. This may excite some driveline modes, like tip-in / let-off or sway mode. E-motors have a low torque irregularity. In electric drives, it is usually called torque ripple and generally does not exceed few percent of overall torque (~5%).

E-motors for vehicle driveline have high rotational speeds (up to 15 000 rpm). Still the inertial forces are low since there is no linear moving of masses (like pistons, valves, etc.) and consequently no unbalanced inertial forces. E-powertrain does not have idle speed vibrations neither shake due to stop & start.

Battery pack capacity and platform issues

A specific or native platform is needed for a high-performances and driving range of BEV. A clear gap is observed in driving range and interior space between models with native BEV platforms and those compatible with IC powertrain. Non-native or multi-energy BEV platforms force the battery into the awkward footprint of the existing IC powertrain vehicles. The battery pack in native BEV platforms, by contrast, can take a simple, rectangular shape, giving native BEVs up to twice the range—over 300 km per charge and up to approximately 400 km for the best performers, for today’s battery technologies. In addition, native BEVs achieve a larger interior space (up to 10% by regression line) for the same wheelbase compared with not only non-native counterparts, but also standard ICE vehicles in the same segment.

1.3 Why Do Peoples Like BEV (… When They Like It !)

BEV are really fun and easy to drive. Nothing in the car needs to gear up so when you step on the accelerator it just goes, and it accelerates fast and from any initial speed. Conversely, you can use your brakes a lot less while driving an electric car. Moreover the breaking recaptures power to feed back to the battery. Not only does this let you go farther without recharging but it’s very handy because all you have to do is lift your foot of the gas pedal and the car will start slowing down by itself.

Electric cars are quiet. That can make them even dangerous around pedestrians. To combat this, the legislation imposes AVAS (Alerting Vehicle Acoustic System), a devise producing alerting sound at speeds below 20 mph. Even so, BEV is infinitely quieter than a ICE car would be. Without engine noise, even the base model sound system gives me clearer sounding music than in a ICE vehicle.

The most BEV manufactures insist on making different looking cars. They are more stylish, look better and new. The driver of electric cars is definitely different from others. While this is very subjective, but the electric technology is often associated with the care for planet and to the lot of other positive values. Consequently, a BEV owner is considered as a green oriented, young spirit, altruist person. All these positive values increase the self-esteem of BEV owners resulting in a willingness to possess BEV.

2 Specific NVH Issues for BEV

2.1 E-motor Noise

Permanent Magnet Synchronous Motor PMSM is used for most of electrified vehicle powertrains. PMSM rotor is equipped with permanent magnets and it follow rotating magnetic field. For the simplest bi-polar motor (one pair of poles) the rotation frequency is proportional to the stator current frequency. PMS motors with 4, 5 or 6 pole pairs equip the most electric powertrains. Higher number of poles implies proportional speed reduction for the same stator current frequency. The motor torque is proportional to the phase angle between the magnetic field and rotor – load angle. The sinusoidal current of varying frequency powering PMS motors is created using adequate electronic devices and PWM technique (Pulse Width Modulation). Pulse-width modulation (PWM), as it applies to motor control, is a way of delivering energy through a succession of pulses rather than a continuously varying (analog) signal. By increasing or decreasing pulse width, the controller regulates energy flow to the motor shaft.

Permanent magnet synchronous motor PMSM is used for most of electrified vehicle powertrains. The principal vibration excitation of PMS motors correspond to complex pattern of forces due to the magnetic flux and resulting Maxwell pressure. The forces change shape and intensity as function of time, while still being periodic. Both radial and tangential forces are to be accounted for, since both generate radial stator displacements. The Maxwell forces can be then developed into double Fourier series in time and space/angle domains and analyzed as the fundamental excitation components (Fig. 3).

Fig. 3.

Principal sources of e-whining are: e-motor, reduction gears and power electronics.

Electrical drives are typically quieter than their ICE counterparts, but with very different NVH characteristics. While the ICE has a broadband noise spectrum, the electrical machine causes single tones in the audible spectrum, which unfortunately often corresponds to the frequency band in which the human ear is most sensitive. Therefore, despite their lower overall noise level, EVs may be sensed more unpleasant compared with ICE powered vehicles. Reducing the audible noise of the EVs asks for the analysis of the acoustic behavior including the electromagnetic force excitation, structural dynamic behavior and sound transmission and radiation, from the component (electrical machine) to the subsystem (electrical drive) and system level (powertrain).

Principal sources of whining are: electric motor, speed reduction gears and power electronics. Design parameters important for NVH are: number of poles, phases and slots, rotor and stator design, type of winding and skewing, stiffness and resonant frequencies, transmission error and axe rigidity, gear tooth surface and machining, frequency of PWM – Pulse Width Modulation and current control. All these parameters influence: the efficiency, the torque and the power characteristics of e-driveline. Consequently, a trade-off between NVH and other performances is generally needed.

2.2 Road Induced Noise and Vibration in BEV

Noise and vibration excited by the road are more noticeable in BEV because there is no masking effect of the corresponding IC engine excitation.

The tire/rolling noise

of BEV is louder, since they are heavier due to the high battery mass. Such noise is not a emotional vector when driving but is pursued as a lack of acoustic insulation (quality). The tires impacts are at origin of the noise which is then can be attenuate (or amplified) by wheels, axles and overall vehicle.

The low-frequency vibrations

are also produced by contact between the tires and the road. If correctly designed, the car body suspension filter this excitation. The optimization of powertrain suspension and stiffness of the BIW can improve the road induced vibrations (Fig. 4).

Fig. 4.

Vehicle suspension behavior due to the road excitation for different frequency ranges.

In order to isolate ICE idle excitation the modal frequencies of powertrain on elastic mounts have to be lower than the principal excitation frequency. For example, the principal engine order of 4-cylinder engine is 2 i.e twice of crankshaft rotational frequency. Moreover, the high road excitation at very low frequencies and engine order 0.5 characteristic for 2 time piston engines should be avoided, too. Consequently, all the resonances of powertrain on elastic mounts should be inside these two frequency limits.

When e-powertrain is considered, there is no idle speed excitation by principal engine order. Therefore, the modal frequencies of e-powertrain on elastic mounts can be higher in order to avoid the road excitation. Still, the mounts have to attenuate the structure borne part of whining excitation. For this purpose, a specific double filtering via a sub-frame may be used. There is no the specific, well suited, architecture of suspension to be used for e-powertrains. The design results from a trade-off between: the maximizing the mount spacing in order to diminish the saturation of mounts due to quasi-static load and the minimizing the part length in order to avoid resonances which may amplify the whining excitation (Fig. 5).

Fig. 5.

Principal sources of e-whining are: e-motor, reduction gears and power electronics.

E-powertrain suspension system is platform dependent. The multi-energy platform, developed from an existing ICE one, have to allows integration of both IC and e-powertrains. Generally, a modified pendulum system is chosen for such platform, while for a native electric vehicle a dedicated mounting system can be designed.

In both cases, electric motor can be elastically mounted on an adequate sub-frame. The sub-frame is then fixed to the vehicle by the supplementary bushings, ensuring excellent isolation of whining structure borne noise (HF vibration).

The low rolling noise, underlines the quietness of BEV driving. When rolling, the road surface and tire tread pattern excite wheel over a wide frequency range. The wheel transmits part of this excitation to the vehicle and causes rolling noise inside of the vehicle. Depending on the design, the wheel can whether: isolate and attenuate the vibrations or amplify them if the wheel resonances are excited. The high rim rigidity is very important for a low road induced rolling noise. Specific design of alloy rims having high resonances is observed on BEV. Moreover, the road excitation can be amplified by car body deformations due to the low frequency modes of car body structure (torsion and flexion).

2.3 Battery Pack and BIW Rigidity

The capacity of Body-in-White (BIW) to attenuate road-induced noise and vibration is generally evaluated using two simple criteria: static torsional stiffness and frequency of first torsional mode. Same type of engineering criterion can be established for flexural deformation.

The structural rigidity of multi-energy platform highly depends on battery pack stiffness and mass. As a general rule, battery pack increases the static stiffness due to the additional rigidity fixed to the structure but diminishes the principal torsional mode frequency due to the added mass. Nevertheless, if well designed, the multi-energy platform preserves an equal performance attenuation of road excitation in both versions ICEV and BEV (Fig. 6).

Fig. 6.

Battery pack fixed to the BIW increases the stiffness and decreases the resonant frequencies (torsion and flexion) due to the added mass.

Native BEV platforms maximize battery packaging and autonomy. As a rule, native platforms, compared to the multi-energy ones, have higher static torsional rigidity due to the battery pack stiffness and lower torsional frequency due to battery mass. An appropriate design of both, platform and battery-pack, can improve the attenuation of structure borne noise and vibration induced by road up to 4–5 dB in the frequency range of 50–500 Hz.

2.4 Acoustic Transparency and Insulation

Both, external traffic noise and driving generated noise are to be accounted for when designing NVH treatment of BEV. The lack of IC engine masking, increase the importance of insulation from the external noise. The noise of surrounding traffic is very penalizing for the customer acoustic comfort and overall impression of quality and market positioning of vehicle. Therefore, the vehicle have to be soundproof up to certain sound pressure level, which can be achieved by an appropriate (high) thickness of windshield and car glass, by sealing of car doors (no acoustic leakage) and by applying absorption material in the driver’s compartment (Fig. 7).

Fig. 7.

A performant insulation is important for BEV. Both external noise and nose generated by the vehicle have to be taken into account when design the acoustic treatment. The sealing in order to diminish acoustic leakage and corresponding transparency due to external noise.

During the benchmarking it is observed that the mass of NVH treatments in ICEV and BEV is approximatively the same, at least on multi-energy platforms where comparison is easy to do.

2.5 Noise of Auxiliaries and Other Devices

In the ICEV the IC engine drives accessories. In the BEV the different devices as compressors, pumps and fans are to be electrically driven. The noise of such devices is particular important, since exacerbated, without IC engine masking. Such a new type of accessory generates new type of NVH problems (whining, electric whistling etc) (Fig. 8).

Fig. 8.

BEV accessory is electrified and potentially represents high whining risk. Moreover, the lack of ICE engine masking results in more sever specifications for most of driving conditions.

The noise generated by the electrified accessory in not the only acoustic issue. Disturbing dysfunctional BSR noises (buzz, squeak and rattle) can result in a very low car positioning with respect to the perceived quality. Consequently, the NVH specification on system & device noise have to be strengthened, in order to take into account relative quietness of BEVs.

3 State of the Art and Concluding Remarks

Battery Electric Vehicles (BEVs), compared to classic internal combustion engine (ICE) vehicles, are fairly simple and easy to operate. The simplest powertrain architecture consists in a high voltage battery, an electric motor with power electronics controller and a single speed gearbox.

With zero tailpipe emissions, BEVs also offer a clean alternative to vehicles with ICEs by helping to reduce exposure to air pollution resulting from fuel combustion and limiting external noise. This is especially relevant in urban areas and along major transportation axes. Electric cars eliminate engine noise, and the relatively high-pitched noise electric motors do emit does not propagate as far. However, the faster vehicles are traveling, the more road and tire noise dominate, and the more wind passage noise contributes; those two are particularly important for internal acoustic comfort. Even for low speed urban driving conditions, BEV can have high tire noise contribution due to heavy battery and higher tire pressure.

Since without IC engine, the electric powertrain offers favorable conditions for a low operating external noise, still a careful NVH integration is necessary to achieve a NVH behavior compatible with an idea of quiet electric driving important for BEV customer.

Reference

1.

Gavric, L.: Electric vehicles and principal NVH issues: Proceedings of Automotive NVH Comfort – Le Mans, France 17–18 October 2018; SIA Conference (2018).

© Springer Fachmedien Wiesbaden GmbH, ein Teil von Springer Nature 2020

W. Siebenpfeiffer (Hrsg.)Automotive Acoustics Conference 2019Proceedingshttps://doi.org/10.1007/978-3-658-27669-0_2

NVH Design Criterion of Electric Powertrain Mounts

Qiang Kang¹ und Perry Gu¹  

(1)

Geely Automobile Research Institute, Ningbo, China

Perry Gu

Email: gupengyun@geely.com

Abstract

Compared with the mechanical and combustion noise of low-frequency firing orders of an internal combustion engine, the electric drive assembly noise of electric vehicles is mainly the high-frequency whining noise generated by electromagnetic forces and transmission gear meshing. Although the radiated sound power is far less than that of an internal combustion engine, the high frequency noise of the electric motor and the transmission is much annoying. Noise below 2000–2500 Hz generated by an electric drive assembly in a vehicle passenger compartment is mainly contributed by structural transfer paths. Due to the high torque of the electric drive motor of electric vehicles, it is a challenge to achieve better mount isolation performance at the same time when the anti-torque performance of the electric drive assembly mounting system is realized. In this paper, by comparing the vibration characteristics of electric vehicles and traditional ICE vehicles, comparing different mount layout schemes, and analyzing the main factors affecting the vibration isolation rate of the electric drive assembly mounting system, the general design principles of the electric drive assembly mounting system are summarized to achieve balanced attribute performance.

1 Introduction

With the development of energy saving, environmental protection and intelligentization of vehicles, the automobile industry is moving toward electrification, automated driving and shared mobility. NVH of automobiles is also facing new challenges brought by electrification. Compared with the low-frequency mechanical and combustion noise of an internal combustion engine, the electric drive assembly noise is mainly the high-frequency whining noise generated by the electromagnetic force of the motor and gear meshing of the reducer [1]. Although the radiated sound power of the high frequency noise is much lower than that of the internal combustion engine noise, the high frequency noise of the motor and the reducer is subjectively quite annoying. In order to meet the user’s expectation of quietness in vehicle interiors, it is necessary to completely prevent the whining noise of the electric drive assembly from transmitting to the vehicle interior. On one hand, the high-frequency whining noise of the motor and reducer heard by the passengers in the interior is transmitted