This comprehensive course provides an in-depth exploration of the key concepts and advanced techniques involved in automotive design, specifically focused on optimizing Noise, Vibration, and Harshness (NVH) performance. Designed for engineers and automotive designers, this course covers the critical aspects of NVH refinement in vehicle development, enhancing both driving comfort and vehicle durability.

Course suitable for

Key topics covered

1. How Acoustics and Vibrations shape the Vehicle Design

2. Structural Modal Analysis Made Easy for Automotive Managers: A Strategic Approach

3. Design of Vehicle-body for Best NVH refinements

4. Diesel & Gasoline Engine NVH synthesis and control

5. Electric Motors to be made really quieter –free from tonal sound

6. Gear-train Rattle and Whine minimization

7. Optimal Design of Power-train mounting for the Best Vehicle NVH

8. Advanced TEST and CAE tools deployed during Design & Validation phases

9. The Art of Trade-offs: Physical Testing vs. digital Simulations in NVH Analysis

10. Wind Noise Control: How to Keep Cars Silent Above 150 km/hr

11. A Quiet Ride Over Rough Roads: control Tyre/road noise and BSR (Buzz, Squeak, and Rattle)

12. Durability of vehicle components and vibrations & acoustic pressures

13. Learn Automotive Sound Quality Analysis from Experts

14. World Class Quality Management for production of Silent Vehicles

15. Complexity of Brake Noise

16. Vehicle Noise regulations

17. Performance Cascading from Vehicle level to component & subsystems

18. Active control of vibrations and noise with AI-ML applications

Opportunities that await you!

Career opportunities

Training details

This is a live course that has a scheduled start date.

Live session

Starts

Sun, Mar 2, 2025

2:30 PM UTC· your timezone

Duration

1 hour per day

30 days total

✎ Where this fits — what comes before, what comes next

COMPLETED

Questions and Answers

Q: You're closing a rear axle NVH issue and searching "rear axle whine mitigation gear mesh vs bushing stiffness". The customer spec allows a higher tonal noise than your internal standard, a derogation is open, and launch doesn't move. Test passes today, but the last three builds show rising amplitude at 1.2× wheel speed. What design action is the least risky choice?

A: That's the most common mistake — chasing the excitation when the structure is telling you where it's loud. The trend heading the wrong way means margin erosion, and touching gear geometry or backlash late is DFMEA roulette. A CLD patch attacks response, not excitation, is reversible, and doesn't invalidate durability sign-off. Stiffening bushings can move the problem into another order, and micro-geometry changes ripple into efficiency and wear.

Q: During vehicle NVH sign-off you're googling "engine mount stiffness increase effect on idle boom". A supplier proposes a stiffer elastomer to meet a durability ask. Idle boom just passes, but the last tests trend upward. What happens downstream and what's the right response?

A: That's the most common mistake — equating stiffness with isolation. Raising stiffness moves the system frequency toward the cabin acoustic mode, and the trend tells you coupling risk. Asking for higher damping attacks transmissibility without walking the resonance into the cavity. Accepting it because today's plot passes ignores the direction of travel, and ISO 26262 doesn't care about your optimism.

Q: You're estimating feasibility and type "order of magnitude panel bending mode frequency NVH". A 1.2 m × 0.8 m steel floor panel, 0.8 mm thick, simply supported, E ≈ 210 GPa, density 7800 kg/m³. Roughly where is the first bending mode?

A: That's the most common mistake — forgetting how flexible thin panels really are. Back-of-envelope plate theory puts f ∝ t/L²√(E/ρ). With sub-millimeter thickness and meter-scale spans, you're nowhere near hundreds of hertz. Landing around a few tens to under a hundred explains why boom and rumble love these panels.

Q: After launch you search "driveline clunk on tip in tip out NVH root cause". Symptoms: audible clunk on throttle tip-in and tip-out, no steady-state noise, halfshaft angles within spec, backlash measured mid-tolerance. What's the most likely root cause?

A: That's the most common mistake — blaming backlash because it's easy to measure. The transient-only nature points to energy storage and release, classic mount hysteresis behavior. Tripod issues show up as shudder under load, and wheel bearings don't care about throttle phase. Mounts do, and they bite you right at tip-in.