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Applications of the Statistical Energy Analysis to Vibro-Acoustic Modeling of

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Article  in  SAE Technical Papers · November 2004

DOI: 10.4271/2004-01-3352

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Applications of the Statistical Energy Analysis to vibro-acoustic
modeling of vehicles
Copyright © 2004 Society of Automotive Engineers, Inc
ABSTRACT
In recent years, SEA has been recognized as an
important tool to model the vibro-acoustic behavior of
vehicles in mid and high frequencies. Through SEA it is
possible to develop vehicle models early in the design
stage, reducing the risk of future noise problems and
allowing the optimization of noise control treatments.
Moreover, at the final design stages, a SEA model can be
use to evaluate changes at the project, reducing costs with
experiments. In a SEA model, the structure under study is
divided in subsystems. The capacity of each subsystem of
storekeeping, dissipating and transmitting energy is
described by three parameters: modal density, loss factor
and coupling loss factor. The noise and vibration sources
are include in the model as power inputs to subsystem and,
based on an equilibrium power balance, it is possible to
calculate the energy of each subsystem. The results
obtained by SEA models should be interpreted as average
values in time, in the frequency band, in space and at an
ensemble of random structures. In this work, the
applications of SEA at the vibro-acoustic modeling of
vehicles are discussed. The details that should be observed
when defining the structural and acoustic subsystem are
pointed out. The main methods for the determinations of
the SEA parameters are introduced. Special emphasis is
given to the calculation of the power inputs of the main
noise and vibration sources in a vehicle. Finally, some
practical applications of SEA at the automotive industry are
presented and discussed.
INTRODUCTION
Last decades have observed the Statistical Energy
Analysis – SEA becoming the main tool for mid and high
frequency noise and vibration analysis in the automotive
industry. SEA allows a fast development of vibro-acoustic
models in early stages of the design process of a new
vehicle. As a consequence, the models can be used to
prevent future noise and vibration problems and to optimize
1
2004-01-3352
Júlio A. Cordioli
Mário Trichês Jr.
Samir N. Y. Gerges
Universidade Federal de Santa Catarina - UFSC
the vehicle sound package, considerably reducing project
costs. At final design stages, SEA can be used to evaluate
changes in the project, reducing the number of
experimental tests.
The bases for the SEA theory were firstly present in
the 1960´s by Lyon and Maidanik [1] and Smith [2] . Since
then, a great number of authors have been involved with
the method, resulting in a considering amount of publish
work. In SEA, the modeled structure is divided in
subsystems and their dynamic behaviors are described by
three parameters: modal density, damping loss factor and
coupling loss factor. The modal density describes the
subsystem capacity of storing energy. The damping loss
factor describes the capacity of the subsystem of dissipating
energy and the coupling loss factor accounts for the energy
flow between subsystems. The excitations are represented
in the model by power inputs. Through an equilibrium
power balance it is possible to calculate the energy of each
subsystem. The SEA results should be interpreted as the
average in time, in a frequency band, in space over each
subsystem and in an ensemble of similar structures. Some
reviews of the method can be found in references [3] ,[4]
,[5] ,[6] and [7] .
The first attempt of using SEA to model the vibro-
acoustic behavior of a vehicle was made by DeJong in [8] .
DeJong represented the whole vehicle using 34 subsystems,
what now would be considered a course model. Three
different excitation sources were included in the model:
power train, road noise and wind noise. Thereafter, the
number of published works related with the vibro-acoustic
modeling of cars using SEA has increase exponentially.
The experimental determination of the SEA parameters and
the development of hybrid and test-based models of
vehicles have been discussed by a great number of authors.
Different approaches of modeling the trim panels were
investigated and considerations related to the calculation of
power inputs were presented.
 The aim of this work is to discuss the applications of
SEA to face the noise and vibration problems in cars. The
steps related to the development of a vehicle SEA model
are presented, starting with the structural and subsystems
definitions. The methods commonly used to determine the
SEA parameters are reviewed, including analytical,
experimental and numerical methods. Some approaches
used to model the interior trim panels are also presented
and discussed. The different applications of a SEA model
are then presented separately, emphasizing the procedures
adopted to calculate the power inputs.

MODEL DEFINITION Figure 1: Example of a mid-size car SEA model.

SUBSYSTEMS – In any SEA application, the
subsystems should be defined based on the hypothesis used
to derive the SEA theory. Ideally, the subsystem dynamic
properties should differ considerably from its immediate
neighbours in order to have a weak coupling. In SEA, it is
also assumed that each subsystem supports a reverberant
wave field (vibrational or acoustical)[3] . As a
consequence, structures or items that do not exhibit a
resonance behavior, like some interior panels or acoustic
material, should not be modeled as individual subsystems,
but can be included in the model in the coupling loss factor
or the damping loss factor of other subsystem. In general,
the process of subsystems definition involves a
compromising between correctly representing the dynamic
behavior of the system and the power flow through the
subsystems, and maximizing the subsystems size to provide
adequate modal coupling.
Acoustic Subsystems – Acoustic subsystem are used
to represent the internal cavities of the car, including the
passenger cabin, the luggage compartment and the engine
space. Acoustic subsystem can also be used to represent
some important excitations sources like the road noise and
the wind noise. Again, it would important that the size of
the acoustic subsystem be as large as possible, in order to
have a sufficient modal density. However, it is common to
divide the passenger cabin in more than one subsystem.
Some questions may arise about the validity of this
procedure. A more detailed discussion about this issue can
be found in reference [9] . Figure 2 shows the acoustic
subsystems for the same model showed in Figure 1.

Structural Subsystems – A mid-size vehicle can be

considered a quite complex structure composed of
reinforced parts and with different attached items. Dividing
this structure in subsystems respecting the SEA
assumptions can be a difficult task. However, some simple
considerations when defining the subsystems can be of
some help.

The SEA assumption regarding the weak coupling is

still important, and, so on, large changes on wave
impedance should be interpreted as indicator of subsystems
boundaries. This means that changes in geometry (different
thickness, presence of a reinforcement, etc) or in material
properties should define the subsystems limits.
Parts of the structures or other items that are not
important paths to the vibro-acoustic energy do not need to
be considered in the model. However, if these items are
important dissipative items, they can be included in the
model in the damping loss factor of other subsystems.
Finally, the corrected representation of the structure details
should ensure that the important paths for the vibro-
acoustic energy do not be ignored. Figure 1 shows and
example of a SEA model of mid-size car.
Figure 2: Acoustic subsystems of a mid-size car SEA
model.
The radiation of the structural subsystems to exterior
atmosphere must be included in the model in order to
obtain a correct power balance. Some commercial
softwares allow the consideration of the external radiation
by means of a “semi-infinite fluid subsystem”. This
subsystem does not have meaningful energy levels like the
others subsystems and it is intended to act as an energy
absorption element to correctly define the energy balance
[10] [11] .
SEA PARAMETERS – The next step in the
development of a SEA model is the determination of the
SEA parameters. Different approaches can be used to

2
calculate the SEA parameter using analytical, numerical
and experimental tools. It is not the aim of this work to
describe in great detail each method. In what follows, a
brief description of the main methods is presented with
some references.
Modal Density – Equations for the modal density of
simple structures like beams, plates and shells are available
in the literature [3] . Most of these equations were derived
based on the wave number spectrum. The results obtained
through these equations are considered good
approximations and the equations are largely applied by
SEA users. Some commercial software use regression
analysis to fit non-uniform structures to some basic
structures for which dynamical statistics formulation is
known [12] .
In case of complex structures, it is also possible to use
experimental or numerical methods. The determination of
the modal density by experimental methods is described in
[13] and [14] , while the use of numerical methods can be
observed in [15] .
Damping Loss Factor – The determination of the
damping loss factor is done, almost exclusively, by
experimental methods. The complexity of the dissipative
processes do not allows the use of analytical tools with
good accuracy. The two main methods used to obtained the
damping loss factor experimentally are the decay method
and the power injection method. Revisions of these
methods can be obtained in [16] and [17] More recently, a
new method for the determination of the damping loss
factor has been presented in [18] .
In case of acoustic subsystem, the damping loss
factors can be obtain through the experimental method
cited before or can calculated based on the surface sound
absorptions of the surrounding structures using the
following equation [3] :
c. A.α (1)
η= . sufficiently accurate.
8πfV
Where: c – sound velocity;
A – cavity surface area;
f – frequency;
V – cavity volume
α - average surface sound absorption.
This approach allows the user to evaluate the impact
of changes in the material properties of the structures
surrounding the acoustic subsystems. Otherwise, it would
be necessary to evaluate experimentally the damping loss
factor for each modification.
Coupling Loss Factor – The determination of the
coupling loss factor has been the object of study of a great
number of authors and a large amount of published material
3
is available. The analytical approaches are usually divided
in modal or wave methods [3] , with the wave method
being the most popular. While the modal method
considered the local modes of each subsystem to obtained
the damping loss factor, the wave method considered the
incidence of a wave at the frontier of two subsystems and
account for the transmitted and reflected energy.
Equations for the coupling loss factor of simple
connections like beam-beam, beam-plate and plate-plate
can be obtained in [3] . Equations for more complex
junctions are available in [19] ,[20] and [21] .
The experimental methods are also available to obtain
the coupling loss factor. The main method used to
determine the coupling loss factor is the Power Injection
Method - PIM. PIM was firstly introduced by Bies and
Hamid in [22] . The method allows the determination of the
coupling and damping loss factor by means of measuring
the power injected in each subsystem and the response of
all the subsystem. Inverting the SEA equations it is possible
to obtain the SEA parameters (an exception is the modal
density). Despite the method accuracy is considered good,
the method is time demanding and errors may be associated
with the evaluations of the SEA parameters for only one
structure. However, the method is largely applied in the
SEA modeling of vehicles. Discussion about the method
can be found in [23] [24] and [25] .
Another possibility of obtained the coupling loss
factor is the use of the Finite Element Method. Two
approaches are referenced in the literature. In the first, the
whole structure is modeled using FEM and an analysis
similar to the Power Injection method is performed [15]
[26] . In the other approach, only the junction between
subsystem is modeled and the analysis is made based on a
wave model [27] .
Both experimental and numerical methods are
indicated for the cases where the structure is complex and
there is no analytical equations that would provided results
TRIM PANELS – An important issue regarding the
SEA model of vehicles is the approach used to model the
trim panels and acoustic materials. In general, the methods
available for modeling these items can be divided in two
groups: the Implicit methods and the Explicit methods. In
the Implicit methods [28] [29] , the interior panels and the
acoustic materials are not included in the model as
subsystems but they are taken into account in the damping
and coupling loss factor of the others subsystems. On the
other hand, in the Explicit methods [30] , the interior panels
are modeled as subsystems and acoustic subsystems are
used to represent the cavity between them and the vehicle
structure. The Implicit method is more simple and it is
easily applied. In contrast, the Explicit method requires
more time for the model development but allows the
inclusion of other details in the model. A comparison of the which the SPL are measured. Figure 4 presents typical
different modeling strategies of a car door can be found in rough road tire-road noise spectra measured at each wheel
[31] house for vehicle speeds between 64 and 80 km/h [38] .

APPLICATIONS

A SEA model of a vehicle allows the study of

innumerous noise and vibration problems[32] [33] . In what
follows, some of the applications of a vehicle SEA model
are described and the calculation of the power inputs for
each excitation sources is discussed.
Acoustic subsystems
POWER TRAIN NOISE – The relative importance of for the tire/road noise
each excitation source for the interior sound levels is a Figure 3 – Acoustic subsystems used to represent the
functions of the vehicle operational conditions [8] . In low tire/road noise.
and mid frequencies and for low vehicle speeds, the power
train can be considered the main source of noise and
vibration for the car cabin. The power train is a complex
source what makes difficult the use of analytical tools to
calculate the power inputs. Therefore, the power inputs
from this source are usually obtain based on experimental
measurements. Usually, the air-borne and structural-borne
contributions are modeled separately [34] [35] . The air-
borne noise is modeled by imposing a sound pressure level
- SPL to the acoustic subsystem representing the engine
compartment. This SPL is measured using microphones for
the same operation conditions someone is intend to
consider in the model. The power input representing the
structure-borne component can be calculated using the
following equation:

Re(Z )v 2
1 Figure 4 – Typical tire/road noise spectra measured at the
Pin = (2)
wheel houses[38] .
2
The structural-borne component of the road/tire noise
where Z is the mechanical impedance at the engine
is quite complex and it is characterized by multiple-paths
supporting points and v is the velocity measured in the
for the vibro-acoustic energy transmission. The energy can
operational conditions. The same procedure can be used to
be transmitted by the wheel, the spindle, the suspension
model other sources of the power trains like the gear box or
rods, etc. However, in order to simplify the calculation of
the exhaust system.
the power inputs, the authors usually consider that all the
structure-borne energy comes through the shock tower [8]
TIRE/ROAD NOISE – At moderate vehicle speeds,
[36] [39] . Measurements of the mechanical impedance at
road noise can be the dominant noise source for the interior
the connection point between the shock tower and the car
noise levels. The road noise is also characterized by air-
body, and the velocity at the same point in operational
borne and structural-borne components. Usually, the
conditions, allows the use of Equation 2 to calculate the
structural-borne noise is dominant in low frequencies, until
power inputs [36] .
around 500 Hz, when the air-borne becomes dominant. The
use of SEA to access the vehicle internal noise when the
Recently, an analytical model for the tire noise has
road/tire noise is the principal excitation source has been
been presented in [42] , what allows the calculation of the
study by a large number of authors [8] [36] [37] [38] [39]
power input related to the air-borne component[41] .
[40] [41] [42] .
WIND NOISE – As the vehicle speed increases, the
A similar procedure with the one used for the power
wind noise becomes also an important excitation source.
train noise can be used for calculating the power inputs.
The wind noise is characterized by a broad-band noise and
Microphone can be used to measure the SPL in wheel
it tends to increase as the flow velocity gets higher. The
house and in the under floor space. The measured levels are
generation mechanism of the wind noise is quite complex
then imposed to the acoustic subsystems representing those
and it is associated with the match of the pressure
acoustic spaces. Figure 3 shows the acoustic subsystems for

4
fluctuation special distribution and the modes of the
structure. Different approaches for modeling the wind noise
can be identified in the literature.
DeJong [18] modeled the wind noise as a diffuse
field. Measurements of the exterior sound pressure in
operational conditions were performed and the SPL
obtained were imposed to the acoustic subsystems around
the vehicle. DeJong approach do not account for the
coupling between the turbulent flow and the mode shapes
of the structure. In a more recently work, DeJong, Bharj
and Lee [43] proposed a similar approach for the wind
noise modeling, but now considering the structural
excitation. This work is based on a previous paper
published by Strumolo [44] .
design option of only one component of the vehicle, it may
not be necessary to include al the sources in the model.
One example is the evaluation of the firewall. The
firewall is an important transmission path for the engine
noise and for the tire/road noise and, so on, these sources
should be considered. However, the wind noise is not an
important source in this case and may be neglected.
Another example can be observed in [48] , where Guan and
Huang considered only the road noise to evaluate the
acoustic performance of pillar foams using a SEA model.
ANALYSES
Together with the predictions of subsystems noise and
vibration levels, it is possible to carry out different analysis
using a SEA model. A SEA model allows the investigation
of the main paths for the noise and vibration transmission
in a vehicle. Someone can compare the power inputs of one
subsystem and verify the importance of each path
transmission. Figure 6 compares the contribution of each
structure to the interior cavity for the case of road noise
excitation [40] .

Figure 5 – TBL spectrum as a function of the flow speed

and the distance from the leading edge (x).

A different approach for modeling the wind noise is

proposed by Robertson and Cockburn [45] . Their model
was originally developed to calculate the vibration response
of spacecraft shrouds excited by the in-flight Turbulent
Boundary Layer – TBL, but can be extended to model the
wind noise The authors used the Corcos model [46] to
obtain the frequency and wave number spectra of the
pressure fluctuations. The vibration response is calculated Figure 6 – Energy contributions of each structure to the
based on these spectra and on the structure mode shapes. interior cavity [40] .
Figure 5 shows the frequency spectra of the TBL for
different flow speeds and distances from the leading edge Moreover, it is possible to access the relative
(x) calculated using the Corcos model. importance of each of the excitation sources using a SEA
model. The baseline model can be re-run several times
A review about wind noise has recently been considering only one of the sources at each time. Figure 7
presented by Bremner and Wilby in [47] . In this work, the shows the interior noise level considering the structure-
authors compare the two previous approaches and discuss borne and air-borne separately, and with both paths for the
the applicability of computational aeroacoustic to predict road noise excitation [35] .
the wind noise.

INTERNAL NOISE – With the excitation sources

defined, it is possible to use SEA to build a model
considering all the sources to calculate the vehicle internal
noise. Of course, depending on the operational conditions,
it does not make sense to include all the sources in the
model, as some of them will be quite lower them the others.
In a similar way, if someone is interested in evaluating

5

Figure 7 – Interior noise levels considering each excitation
source individually and both.[35] .
TRANSMISSIBILITY ANALYSES – One of the
first applications of SEA was to calculate the transmission
loss, simulating the experimental procedure with two
reverberant chambers. A similar procedure can be used to
analyze the transmission loss of some of the car
components like the firewall or the doors. Figure 8 shows a
model used to optimize the acoustic properties of a car
door.
Acoustic Subsystems
Figure 8 – SEA model used to optimize de door acoustic
properties.
A power input is associated to the external acoustic
cavity and the response is obtained for the other cavity.
This simple model allows the fast evaluation of different
acoustic solutions. The same procedure were used in to
verify the transmission loss of three different panels. The
results are shown in Figure 9[26] .
6
Figure 9 – Sound transmission loss of three panels:
experimental and simulated results[26] .
CONCLUSIONS
In this paper, the basic points related to the
development of a vehicle SEA model have been presented.
The important points related to the definitions of structural
and acoustic subsystems of a car SEA model have been
discussed and the assumptions regarding this process were
also pointed out. A brief introduction to the principle
methods used to obtain the SEA parameter have been
presented. References to more detailed works about the
methods were also included.
The principle applications of a vehicle SEA model
were introduced and discussed. Some of the approaches
used to calculate the power inputs for power train noise,
road/tire noise and wind noise were also included in this
work, together with references to more specific papers.
Finally, some of the analysis allowed by a SEA model
were cited. SEA is shown to be an important design tool,
providing a framework for analyzing complex multi-source
and multi-path noise and vibration problems. Using SEA
during the early design stages or later on the design process
of a new vehicle may represent the achievement of a cost-
effective quiet car without projects delays.
ACKNOWLEDGEMENTS
The authors would like to acknowledge the CNPq –
Conselho Nacional de Desenvolvimento Científico e
Tecnológico, for the financial support.
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CONTACT
[36] B. Dong, M. Green, M. Voutyras, P. Bremner and P.
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For any comment or suggestion, please contact Júlio A.
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