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Are Electrical Vehicles really silent ?

Are Electrical Vehicles really silent ? banner
Preview this course
Self-paced Intermediate

Are Electrical Vehicles really silent ?

4(115)
1 enrolled
1065 views
FREE
91 min
Anytime
English
1065 views
MILIND AMBARDEKAR
MILIND AMBARDEKARConsultant
  • Lifetime access
  • Certificate of completion
  • Interactive Video Lessons
  • Completion Certificate

Why enroll

Electrification is a buzz word in Automotive Industries across the world since they drastically reduce the green-house emissions. Overall their motor is much quieter than that of a typical gasoline or diesel engine with absence of intake and exhaust tail pipe noises.

But still are they comfortable from point of total quietness; are they totally vibration free ?

Under heavy torque, electromagnetic forces between stator and rotors create a tonal sound from the motor-train; unless they are controlled, the EV passengers will have a harsh In-cab sound feel inside the cabin at low & mid speeds.

Added to them, tyre/ road noise and wind noise at high speeds will deprive the overall quietness of the EVs if the design rules are not followed. Driveline jerks in regenerative braking are irritating as well.

Large Electric Buses have their own challenges due to larger acoustic cavity resonance and driveline torsional vibrations.

And now EV- racing cars are coming up and vehicle designers are struggling to get their Sportive Sound at par with those of traditional powerful multi-cylinder ICE vehicles

This session should be thus perfect for Managers, Engineers and students eager to understand EV dynamics and make them comfortable against every sound & vibration sources while cruising on road with right countermeasures

Is this course for you?

You should take this if

  • You work in Automotive
  • You're a Noise & Vibration Engineering / Automobile Engineering professional
  • You have some foundational knowledge in the subject
  • You prefer self-paced learning you can revisit

You should skip if

  • You're looking for an introductory overview course
  • You need a different specialisation outside Noise & Vibration Engineering
  • You need live interaction with an instructor

Course details

Learn why Electric Vehicles (EVs) aren't as silent as they seem!

This session dives into the unique NVH (noise, vibrations, harshness) challenges posed by electric motors, inverters, transmission, driveline and other auxiliary systems.

Though they are much quieter as compared with their counterparts of ICE [internal combustion engine] vehicles, over a wide frequency range, there is special Tonality induced discomfort to the EV passengers if no proper action is taken during design and development.

Course suitable for

Key topics covered

1. Sound Balance difference between ICE vehicles and EVs at different speeds

2. Electromagnetic whine of motors

3. Transmission forces

4. Driveline dynamics

5. Cooling Fan noise, Battery charging , HVAC

6. Brake Vacuum pump on/off

7. Tyre/ road and wind noise

8. Electric Buses - special challenges for NVH

9. EV -racing cars and their sportive sound

Course content

The course is readily available, allowing learners to start and complete it at their own pace.

2 lectures1 hr 31 min
  1. Lecture 1
    47 min
  2. Lecture-2
    44 min

Opportunities that await you!

Career opportunities

Why people choose EveryEng

Industry-aligned courses, expert training, hands-on learning, recognized certifications, and job opportunities-all in a flexible and supportive environment.

What learners say about this course

sachin bhagi
sachin bhagi
May 3, 2026

The NVH wheel-speed harmonics demo in Chapter 3 clicked for prod testing, but it's beginner-level; wished more on infra/obs tradeoffs, sensor cost.

Devikiran Bajathur
Devikiran Bajathur Lead Design Engineer
May 3, 2026

Came in skeptical about the overhead of caring this much about NVH at a beginner level, especially coming from software where we already juggle arch and infra tradeoffs. The section breaking down structure‑borne vs airborne noise, with the EV inverter whine example and the simple waterfall plot, stuck because it mapped cause to fix cleanly. It clicks like moving from logs to obs in prod—same thinking, different domain. wasn't sold on the short treatment of road-tire interaction, but I’ve got concrete notes I can apply without hunting a repo or PR.

Sujin Prasad
Sujin Prasad CAE Engineer
May 3, 2026

Started as an L&D audit, then it kept crossing over into things I actually use when bridging legacy vehicle arch with newer obs and CI habits. The NVH order-tracking segment in Chapter 4 stuck, especially the 1.5x driveline mode example tied back to RPS and mount tuning. It’s applied without pretending we’re all in prod k8s; a few callouts even mirror how I annotate a repo or PR. mostly wish there was a bit more on wind noise correlation vs CFD, but the pacing improves as you move past the basics.

Shivchandra  Wakle
Shivchandra Wakle
May 3, 2026

Reads like field notes from someone who's shipped and debugged NVH issues in prod. The moment that stuck was Chapter 3 on transfer path analysis, where the 180 Hz cabin boom gets traced back to an exhaust hanger stiffness change; that example maps cleanly to how we reason about arch and PR reviews. From a team lead angle, it’s mostly efficient for onboarding juniors without burning budget, though I wasn't sold on the light tooling walkthroughs and wished for more EV-specific NVH. left with a refactoring plan sketched for our test repo and CI.

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Questions and Answers

A: Early detectability comes from frequency placement where human hearing is most sensitive, not just total energy; B explains test validity not intent, C shifts level slightly but doesn't remove detectability, and D affects reporting but not the spectral cue pedestrians rely on.

A: Log addition yields a small bump over the dominant source; B confuses dB with linear units, C drops the log basis entirely, and D assumes coherence that isn't present between tire and inverter noise.

A: A software‑driven carrier shift creates a tone tied to torque demand; B would show across loads, C follows vehicle speed not torque, and D produces intermittent clicks not a steady whine.

A: Command and diagnostics depend on the intended bus; B overstates bandwidth needs, C mixes electrical load with comms, and D ignores a functional architecture break.