#04CVT-43
Noise radiation due to resonance oscillations
- Computational analysis to assess the interaction of CVT-components with the
gearbox housing
Copyright © 2004 SAE International
ABSTRACT
In the early stages of development, the computational
acoustic analysis predicts the radiated noise and speeds
up the optimisation process of gearbox housing design.
Increased noise radiation is related with resonance
oscillations. At peak frequencies, it is important to
understand the complex behavior of the assembly. By
means of graphic animation, it is possible to show the
interaction of all internal CVT-components with the
gearbox housing. Based on this knowledge, promising
counter measures are conceived and their effectiveness
is evaluated through acoustic simulation.
INTRODUCTION
In recent years, the need for acoustic optimisation has
increased substantially. Not only new legal requirements,
but also the expectations of the customers led to the
current need for further development.
A major source of noise and vibration is the power train.
In the power train, a gearbox with a CVT-chain
transmission and its characteristic broadband incitation
spectrum provides a considerable share of the measured
noise.
In the following, a CAE process will be presented which
is able to predict the radiated noise, to visualize the
dynamic behavior and to develop an optimized design.
1. SIMULATION PROCESS
The investigation uses a finite element model including
all components of the gearbox assembly. It is important
to include the interior parts such as bearings, shafts and
gears correctly. Modeling of the flange contact, the
choice of realistic damping values and verification of the
total mass is also relevant.
The initial computational analysis is a calculation of the
natural frequencies of the assembly. The resulting mode
shapes have specific characteristics for each design.
Gisela Quintenz, Dr. Thomas Schneider
P+Z Engineering GmbH
As not all of the natural frequencies are strongly involved
during operation, realistic operational vibrations must be
generated. The next step is to calculate the response of
the assembly to incitation. At this point the main
challenge is to establish a reasonable incitation. A good
choice, certainly, is the use of measured accelerations at
the bearings of the CVT-shafts with focus on a certain
operational condition.
The results of the “response analysis” are numerous
operational vibrations that can be animated graphically.
The investigation is performed within the frequency
domain and the number of results depends upon the
chosen frequency widths. For the CVT-incitation, the
frequency range up to 4 kHz should be covered. That
means, for steps of 10 Hz, 400 results are generated.
Among these, there are “noisy vibrations” due to
resonance effects.
The detection of critical resonance frequencies is done
through exterior acoustic analysis, which computes the
amount of noise radiated from the oscillating gearbox
surface. The final Sound Pressure Level (SPL) diagram
reveals the critical frequencies.
At these frequencies, color plots of the gearbox surface
help to find noise generating “hot spots”. But it is also
very important to take a look inside the assembly. The
graphical animations help to track the vibration path to
the source of the vibration and to understand the
interaction of the internal parts with the housing.
Figure 1 shows the main steps of the acoustic simulation
process:
• FE-model of the assembly
• Incitation at the bearings # 1-4
• Operational vibration
• Sound pressure results.
The presented examples were generated to show the
typical noise and vibration (NV-) behavior of a gearbox
assembly. For a different design, resonance phenomena
will be similar but shifted into other frequency ranges.
2. ASSEMBLY BEHAVIOR AT PEAK
FREQUENCIES
To find out the reasons for noise peaks, the assembly
behavior was examined in detail. The results of the
rd
investigation into the driving condition “3 gear”, are
indicated in the SPL-diagram of figure 2, which focused
on peak frequencies.
In the frequency range below 1 kHz, structure born noise
is transmitted. As this paper concentrates on airborne
noise, only two interesting features out of this lower
frequency range are presented:
The first peak frequencies are related to global bending
modes of the assembly. At 210 Hz, a vertical bending
mode occurs (figure 3). The main target for the first
bending modes is not to interfere with the engine orders
that usually cover the frequency range up to max. 200Hz.
Each of the CVT-shafts is supported by two bearings.
The first interior oscillation activities are related with
these bearings. At 600 and 840 Hz, a relative movement
between the shaft and one outer bearing ring takes place
(figure 4). This is called “bearing oscillation”.
At 1300 Hz, the housing surface is responding to an
internal bearing bracket mode (figure 5). The bracket
shows an oscillation with maximum amplitudes in the
center section because on the lower edge, there are less
mounting points than on the upper edge of the bracket.
The peak at 1600 Hz is caused by a structural weakness
of the flange. In this case, the flange oscillation does not
show a significant correlation with activities of the internal
parts. It is mainly the curvature of the flange that is
disadvantageous at that frequency (figure 6).
Shaft torsion occurs at 1870 Hz and 2150 Hz. At
frequency one, a rotating movement of the fixed sheave
is generated (figure 7). At frequency two rotations take
place within the movable sheave. A moderate impact on
the housing surface is visible, but the radiated noise is
not high.
At 2260 Hz, a strong resonance takes place: the bending
of one of the CVT-shafts provokes a local membrane
oscillation of the housing surface (figure 8).
3. RESONANCE OF CVT-SHAFTS OVER 3 kHz
In the frequency range over 3 kHz, there are further
oscillations of the CVT-shafts. The housing is less
involved here and the radiated noise is low.
The oscillation at 3290 Hz is due to a relative movement
in axial direction between the movable sheave and the
related inner parts (figure 9).
Another typical behavior is a wave oscillation of the fixed
sheave. It is shown in figure 10 and occurs at 4150 Hz
for this specific design.
Neither phenomena affect the housing surface nor
create resonance with other internal parts to any
significant extent.
4. POSSIBILITIES TO CHANGE THE DYNAMIC
ASSEMBLY BEHAVIOR
4.1 BOUNDARY CONDITIONS
The position of the suspension mountings, their stiffness
and damping values mainly influence the first bending
modes of the assembly. The total mass and the center of
gravity also affect the global behavior of the assembly.
4.2 DESIGN CHANGES OF THE HOUSING
For the gearbox housing, the general features with high
influence on the dynamic behavior are wall thickness and
casting material. However, any weight reduction
measures have to be considered carefully because
lightweight design frequently leads to increased noise
radiation.
An effective counter measure to reduce the radiated
noise is the application of a local damping layer that
shows a broadband improvement (figure 11). Although
this is recommendable for NV-reasons, it may not be
acceptable from the point of view costs and heat
management.
A very important NV-issue is the flange design. The
flange position, the curvature, the thickness and the
number of screws will affect the resonance behavior of
the whole gearbox housing. In figure 12, a change from a
curved into a round flange shape reduces the radiated
noise 6 dB.
A clever counter measure is shown in figure 13: Local
oscillations are not modified through stiffness changes,
but decoupled from the housing surface. The example
shows that for the separated bearing bracket, no
resonance is generated at the housing surface. The
reason is, that with this design, only one half of the
gearbox housing is connected to the vibration source.
4.3 BEARING
Changing the specific bearing characteristics can modify
the bearing oscillations: bearing type, stiffness and
clearance. The bearing behavior is strongly dependent
on the housing reaction. Figure 14 shows, that the shaft
oscillation is different with and without gearbox housing.
If the bearings are embedded in a rigid block, the
housing reaction is missing and this leads to a different
dynamic behavior.
4.4 CVT-SHAFTS
The twisting of the shafts is dependent upon the shafts
torsional stiffness. A stronger shaft profile would shift the
torsional vibration into a non-critical frequency range.
Unfortunately, that usually interferes with lightweight
targets. The contact condition between the CVT-chain
and both CVT-sheaves also influences the torsional
behavior. However, the shaft twisting is not so relevant
for the reduction of noise and vibration because the
housing resonance is low.
Figure 15 illustrates the influence of different cinematic
conditions inside the movable sheave. Smaller radial
clearance and higher friction values reduce the amount
of relative movement around the sealing gasket. Thus,
the oscillation shape is changed and the mode is shifted
to higher frequencies.
ADDITIONAL SOURCES
[1] Willi Geib: Fahrzeugschwingungen und Akustik:
Einführung und Überblick. HdT Fachbuch Band 22, 2003
[2] Gold P., Schelenz R., Fechler J., Pischinger S., Pilath
C., Steffens C., Platen S.: Akustische Untersuchungen
im Gesamtsystem Verbrennungsmotor-Getriebe. In MTZ
12/2003, S. 1072-1078

The wave oscillation of the sheaves is mainly affected by
geometrical details such as wall thickness and radius. A
stiffer layout with a softer profile reduces the oscillation
amplitudes and shifts the frequency up to 1000 Hz
(figure 16).
5. COOPERATION OF CAE WITH TESTING
DEPT.
[3] Katzenschwanz C., Dirschmid F., Hanigk M.:
Industrial Applications of Computational Acoustics –
Chances and Limits. NAFEMS-Seminar “Computational
Acoustics”, November 1999
[4] Diwoky F., Priebsch H., Moshammer T., Kastreuz B.:
Simulation of Structural Dynamics and Noise Radiation
of Exhaust Systems. In ATZ 11/2003, S. 1080-1088

The presented pulley behavior was verified with DEFINITIONS, ACRONYMS, ABBREVIATIONS
sophisticated experimental tests. Naturally some
matching loops were needed to adapt the CAE model to FE = Finite Element
real conditions. Figure 17 shows the good correlation of SPL = Sound Pressure level
the SPL-results from the test rig with the CAE results. NV = Noise and Vibration
Another good agreement was found between the CAE = Computer Aided Engineering
calculated acoustic hot spots and the sound intensity
scanning results on the gearbox surface. CONTACT

A close cooperation of CAE with the testing department www.pcl-group.de

is fruitful for all parties. For the simulation engineers, a
validation of the CAE model is important to reliably
predict the NV behavior by computational analysis. On
the other hand, the testing department can profit from
CAE results because they contain detailed information
about the noise radiation directions, the noise generating
surface areas and their interaction with interior parts.

The final target is to create an optimized design.

Therefore, a close communication with the design
department is required (figure 18).

CONCLUSION

Latest CVT developments were carried out with the use

of computational analysis according to the presented
procedure. It was possible to correctly predict the
radiated noise, to detect resonance effects and to
optimize the gearbox design successfully in the early
stages of development.

FUTURE PROSPECTS

The current target was to reduce noise. Besides the NV-

assessment, durability investigations could profit from
the knowledge of resonance effects and the dynamic
interaction of internal parts.

ACKNOWLEDGMENTS

Sincere thanks to Dr. Wodtke, head of the AFT testing

department in Werdohl, Germany
APPENDIX

Figure 1: Acoustic simulation process

Incitation: bearing accelerations Sound pressure [dB]

1
2
3
4

FE-Model

1
3 2

Figure 2: SPL-diagram
Figure 3: First global bending

Figure 4: Bearing oscillation at 600 Hz

Figure 5: Internal bracket oscillation with resonance on the gearbox surface

Figure 6: Flange oscillation at 1600 Hz

Figure 7: Shaft twisting at 1870 Hz

Figure 8: Shaft bending at 2260 Hz with resonance on the gearbox surface

Figure 9: Axial oscillation inside the movable sheave at 3290 Hz

Figure 10: Wave oscillation of the fixed sheave at 4150 Hz

Figure 11: SPL reduction through application of damping layer

Figure 12: Design change of the flange

SPL - 6 dB
Figure 13: Design change of the internal bearing bracket

SPL -5 dB

Figure 14: Bearing oscillation with/without housing elasticity

Figure 15: Effect of different cinematic conditions inside the movable sheave

Figure 16: Design change of the CVT-shaft

Figure 17: Validation of CAE results with test rig measurements

Figure 18: Members of the “design optimisation team”

DESIGN

CAE TEST