{"id":21603,"date":"2020-12-02T04:02:52","date_gmt":"2020-12-02T09:02:52","guid":{"rendered":"https:\/\/blogs.sw.siemens.com\/simcenter\/?p=21603"},"modified":"2026-03-26T06:17:49","modified_gmt":"2026-03-26T10:17:49","slug":"the-4-trends-you-should-not-miss-in-nvh-engineering","status":"publish","type":"post","link":"https:\/\/blogs.sw.siemens.com\/simcenter\/the-4-trends-you-should-not-miss-in-nvh-engineering\/","title":{"rendered":"The 4 trends you should not miss in NVH engineering"},"content":{"rendered":"\n

What is the role of noise, vibration, and harshness (NVH) engineering in the vehicle development cycle today? How does the discipline adjust to the mega-trends that are affecting the automotive industry? Join the discussion with Steven Dom on trends in NVH engineering.<\/em><\/p>\n\n\n\n

After addressing the topic of NVH engineering, first in the context of vehicle electrification, then of traditional powertrain optimization, we take a broader view on the subject and discuss the trends in full vehicle NVH performance engineering.<\/p>\n\n\n\n

Indeed, it is time again for Steven Dom and me to (virtually) sit together and entertain a friendly conversation over the trends, the outlook in the industry, and more. In this interview, Steven addresses the 4 global trends that affect the profession today.<\/p>\n\n\n\n

Sit back, grab a mug of coffee or a glass of wine, and join the discussion.<\/p>\n\n\n\n

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Join the discussion!<\/figcaption><\/figure><\/div>\n\n\n\n

Trend #1 – Modern NVH engineering focuses on process efficiency<\/h2>\n\n\n\n

Steven Dom initiates the dialogue by talking about what he knows best: the vehicle development process and the part that NVH engineering plays in it.<\/p>\n\n\n\n

The good, the bad, and the ugly engineer<\/h3>\n\n\n\n

Considering his expertise, he makes an almost apologetic statement. NVH engineers often suffered from a \u201cbad\u201d reputation. They were the troubleshooters, sometimes the troublemakers. Their job required a refinement step that was often unwelcome. It took place late, too late, in the development cycle. It often led to costly redesigns or mediocre troubleshooting fixes.<\/p>\n\n\n\n

Therefore, many NVH engineers have focused their efforts on addressing potential issues earlier in the design cycle. And thus, spruce up their reputation.<\/p>\n\n\n\n

There are many ways how NVH engineers can achieve their goal of better, earlier NVH integration.<\/p>\n\n\n\n

Start small, rise big<\/h3>\n\n\n\n

Sometimes, it just starts with implementing a series of smaller, simple process improvement steps that consequently streamline the entire NVH verification process. NVH engineers can propose more standard procedures, use better-defined templates, or even rely on more channels to test faster and more efficiently.<\/p>\n\n\n\n

All these steps don\u2019t remove the need for a final NVH refinement stage, but they ensure that this refinement job runs as smoothly and resourcefully as possible.<\/p>\n\n\n\n

Next to these tiny stepstones, companies implement more fundamental changes in the processes. Ford Motor Company uses an approach of unified testing where testing disciplines are not siloed but applied together to improve testing efficiency. \u201cThe temptation to specialize in an engineering discipline can be counterproductive. Cars are complex systems that are subject to many environmental loads. Not only noise and vibration but also thermal behavior, electromagnetic interferences, and many more characteristics influence each other, with intertwined effects. Companies acknowledge the need for a cross-discipline approach to ride, handling, and comfort issues, amongst others,\u201d explains Dom.<\/p>\n\n\n\n

A new generation of superstar engineers<\/h3>\n\n\n\n

And it is not just the testing side of things that is changing. It\u2019s now “Goodbye, nerdy NVH engineer, here comes the super-multifunctional engineer!” And he\/she\u2019s not labeled \u201ctest\u201d or \u201csimulation\u201d engineer anymore. As NVH becomes a more mainstream discipline in the vehicle development cycle, companies implement integrated processes that blur the boundaries between test and simulation. And beyond that, they make NVH engineering an integral part of their entire product lifecycle management (PLM) process. Dom adds: \u201cCompanies are pulling NVH engineering effectively forward in the development cycle. Something we have been talking about for decades is only becoming reality recently.\u201d<\/p>\n\n\n\n

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Modern NVH engineering blurs the boundaries between disciplines and acts earlier in the development cycle.<\/figcaption><\/figure><\/div>\n\n\n\n
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The temptation to specialize in an engineering discipline can be counterproductive. Companies acknowledge the need for a cross-discipline approach to ride, handling, and comfort issues, amongst others.<\/p><\/blockquote><\/figure>\n\n\n\n

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Trend #2 \u2013 Rationalization calls for a different approach to NVH engineering<\/h2>\n\n\n\n

The second trend, explains Dom, only indirectly impacts NVH engineering. In recent years, carmakers have identified the need to rationalize their product and model offerings. How does this influence the NVH engineering process?<\/p>\n\n\n\n

Unsustainable model explosion<\/h3>\n\n\n\n

Rationalization? Over the past decades, the number of car models available in various local markets has exploded. Take the example of Mercedes. Back in the \u201980s, the company only produced a very limited number of luxury limousine models, the C-class, S-class, and E-class (and, in a completely different category, the G-class). Then, in 1997, it introduced the A-class. And in 2005, the B-class. And so on, for another decade.<\/p>\n\n\n\n

Nearly all carmakers have gone through this wild phase of putting more and more models and variants onto the markets. It\u2019s almost like there\u2019s a vehicle for every consumer subsegment, a car for the mono-parental family and a car for the large one, a car for the elderly couples, and a car for\u2026<\/p>\n\n\n\n

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There’s a car model for nearly every consumer subsegment, from the young family to the elderly person.<\/figcaption><\/figure><\/div>\n\n\n\n

To keep up with this model explosion, carmakers have adopted a platform strategy. Rather than developing 25 completely different models, they build the variants – the coup\u00e9s, the station wagons, the SUVs \u2013 based on roughly 4 or 5 different platforms. They also shared these platforms across brands of the same company, or even, across companies.<\/p>\n\n\n\n

Moving beyond the platform strategy<\/h3>\n\n\n\n

But carmakers now realize that even a platform strategy is not enough to keep up with the pace of innovation and the competitiveness of the markets. And rather than flooding the market with yet another new model, some companies now take a step back and rationalize their offering. Consider again Mercedes. The carmaker will ditch the A-class and focus on doing what it does best: luxury limousines.<\/p>\n\n\n\n

And now, a new, modular approach supersedes the platform strategy. In a modular approach, modules are like the building blocks of the car. Single subsystems are reused in various car models. Different models share the same suspension components, the same radiator, the same steering system. Cars are made of individuals elements that are assembled like Lego blocks.<\/p>\n\n\n\n

Volkswagen already uses the approach when relying on the Modular Transverse Toolkit<\/a> (or MQB). The MQB forms the basis of a variety of models ranging from the small popular Polo to the large American Atlas SUV. All MQB models are equipped with transverse engines installed at the front. Volkswagen claims that the MQB approach saves them a lot of space. But it also allows the manufacturer to freely choose the type of powertrain they want to fit in the car. For example, the Volkswagen Golf comes in petrol, diesel, CNG, electric, and plug-in hybrid powertrains variants.<\/p>\n\n\n\n

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The MQB approach combines variable and fixed masses.<\/figcaption><\/figure><\/div>\n\n\n\n

Concretely, a modular approach leads to a drastic reduction in costs, as subsystems can be mass-produced.<\/p>\n\n\n\n

What does this mean for the NVH engineers?<\/h3>\n\n\n\n

Maybe, that they can spend more time playing Legos?<\/p>\n\n\n\n

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