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Original Title: Vibration Noise Engine Test

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Introduction

Vibration is considered in this chapter with particular reference to the design and oper-

ation of engine test facilities, engine mountings and the isolation of engine-induced

disturbances. Torsional vibration is covered as a separate subject in Chapter 9, Cou-

pling the engine to the dynamometer.

The theory of noise generation and control is briefly considered and a brief account

given of the particular problems involved in the design of anechoic cells.

Vibration and noise

Almost always the engine itself is the only significant source of vibration and noise

in the engine test cell.

15

Secondary sources such as the ventilation system, pumps

and circulation systems or the dynamometer are usually swamped by the effects of

the engine.

There are several aspects to this problem:

The engine must be mounted in such a way that neither it nor connections to it

can be damaged by excessive movement or excessive constraint.

must be controlled.

Excessive noise levels in the cell should be avoided or contained as far as possible

and the design of alarm signals should take in-cell noise levels into account.

Fundamentals: sources of vibration

Since the vast majority of engines likely to be encountered are single- or multi-

cylinder in-line vertical engines, we shall concentrate on this configuration.

An engine may be regarded as having six degrees of freedom of vibration about

orthogonal axes through its centre of gravity: linear vibrations along each axis and

rotations about each axis (see Fig. 3.1).

22 Engine Testing

Z

Z

X

X

Y

Y

Figure 3.1 Internal combustion engine: principle axes and degrees of freedom

In practice, only three of these modes are usually of importance:

rotation about the Z axis due to unbalanced vertical forces in different transverse

planes.

Torque variations will be considered later. In general, the rotating masses are carefully

balanced but periodic forces due to the reciprocating masses cannot be avoided. The

crank, connecting rod and piston assembly shown in Fig. 3.2 is subject to a periodic

force in the line of action of the piston given approximately by:

f =m

p

w

2

c

r cos 0 +

m

w

2

c

r cos 20

n

where n =I,r (1)

m

f

I

r

Vibration and noise 23

Here m

p

represents the sum of the mass of the piston plus, by convention, one-third

of the mass of the connecting rod (the remaining two-thirds is usually regarded as

being concentrated at the crankpin centre).

The first term of eq. (1) represents the first-order inertia force. It is equivalent

to the component of centrifugal force on the line of action generated by a mass m

p

concentrated at the crankpin and rotating at engine speed. The second term arises

from the obliquity of the connecting rod and is equivalent to the component of force

in the line of action generated by a mass m/4n at the crankpin radius, but rotating at

twice engine speed.

Inertia forces of higher order (3, 4, etc., crankshaft speed) are also generated

but may usually be ignored.

It is possible to balance any desired proportion of the first-order inertia force

by balance weights on the crankshaft, but these then give rise to an equivalent

reciprocating force on the Z axis, which may be even more objectionable.

Inertia forces may be represented by vectors rotating at crankshaft speed and twice

crankshaft speed. Table 3.1 shows the first- and second-order vectors for engines

having from one to six cylinders.

Table 3.1 First- and second-order forces, multicylinder engines

First

order

forces

1

111

1 1 1

1 1

1

1

1 1 1

1 1

1

1

1

1

1

1

1

1

1

1

1

1

2

2

2

2

2

2

2

2

2

2

2

2

2

2

2

3

3 3

3

3

3

3

5

5

5

5

5

6

6

6

6

5

5

5

3 3

3

3

3

3

3

2

2

2

2

2

3

3

3

3

4

4

4

5

5

6

4

4

4

4

4

4

4

4

4

4

4

4

2

2

2

Second

order

forces

First

order

couples

Second

order

couples

24 Engine Testing

Note the following features:

In a single cylinder engine, both first- and second-order forces are unbalanced.

For two and four cylinder engines, the second-order forces are unbalanced and

additive.

This last feature is an undesirable characteristic of a four cylinder engine and in some

cases has been eliminated by counter-rotating weights driven at twice crankshaft

speed.

The other consequence of reciprocating unbalance is the generation of rocking

couples about the transverse or Z axis and these are also shown in Fig. 3.1.

couple.

Six cylinder engines, which are well known for smooth running, are balanced in all

modes.

Variations in engine turning moment are discussed in Chapter 9, coupling the

engine to the dynamometer. These variations give rise to equal and opposite reactions

on the engine, which tend to cause rotation of the whole engine about the crankshaft

axis. The order of these disturbances, i.e. the ratio of the frequency of the disturbance

to the engine speed, is a function of the engine cycle and the number of cylinders.

For a four-stroke engine, the lowest order is equal to half the number of cylinders:

in a single cylinder there is a disturbing couple at half engine speed while in a six

cylinder engine the lowest disturbing frequency is at three times engine speed. In a

two-stroke engine, the lowest order is equal to the number of cylinders.

The design of engine mountings and test bed foundations

The main problem in engine mounting design is that of ensuring that the motions

of the engine and the forces transmitted to the surroundings as a result of the

unavoidable forces and couples briefly described above are kept to manageable

levels. In the case of vehicle engines it is sometimes the practice to make use of the

same flexible mounts and the same location points as in the vehicle; this does not,

however, guarantee a satisfactory solution. In the vehicle, the mountings are carried

on a comparatively light structure, while in the test cell they may be attached to a

massive pallet or even to a seismic block. Also in the test cell the engine may be

fitted with additional equipment and various service connections. All of these factors

alter the dynamics of the system when compared with the situation of the engine in

Vibration and noise 25

service and can give rise to fatigue failures of both the engine support brackets and

those of auxiliary devices, such as the alternator.

Truck diesel engines usually present less of a problem than small automotive

engines, as they generally have fairly massive and well-spaced supports at the fly-

wheel end. Stationary engines will in most cases be carried on four or more flexible

mountings in a single plane below the engine and the design of a suitable system is

a comparatively simple matter.

We shall consider the simplest case, an engine of mass m kg carried on undamped

mountings of combined stiffness k N/m (Fig. 3.3). The differential equation defining

the motion of the mass equates the force exerted by the mounting springs with the

acceleration of the mass:

md

2

x

dt

2

+kx =0 (2)

a solution is

x =cons tan t sin

k

m

t

k

m

=w

2

0

natural frequency =q

0

=

w

0

2r

=

1

2r

k

m

(3)

the static deflection under the force of gravity =mg/k which leads to a very convenient

expression for the natural frequency of vibration:

q

0

=

1

2r

g

static deflection

(4a)

C of G

Figure 3.3 Engine carried on four exible mountings

26 Engine Testing

or, if static deflection is in millimetres:

0

=

1576

static deflection

(4b)

This relationship is plotted in Fig. 3.4

Next, consider the case where the mass m is subjected to an exciting force of

amplitude f and frequency w/2r. The equation of motion now reads:

m

J

2

x

Jt

2

+kx =] sin wt

the solution includes a transient element; for the steady state condition amplitude of

oscillation is given by:

x =

],k

(1w

2

,w

2

0

)

(5)

here f / k is the static deflection of the mountings under an applied load f. This

expression is plotted in Fig. 3.5 in terms of the amplitude ratio x divided by static

deflection. It has the well-known feature that the amplitude becomes theoretically

infinite at resonance, w =w

0

.

If the mountings combine springs with an element of viscous damping, the equa-

tion of motion becomes:

m

J

2

x

Jt

2

+c

Jx

Jt

+kx =] sin wt

40

30

20

10

5

4

3

2

1

0.2

N

a

t

u

r

a

l

f

r

e

q

u

e

n

c

y

(

H

z

)

0.5 1 2 5

Static deflection (mm)

10 20 50 100 300

Figure 3.4 Relationship between static deection and natural frequency

Vibration and noise 27

6

4

2

0

0

A

m

p

l

i

t

u

d

e

r

a

t

i

o

1 2

Frequency ratio

ity) undamped vibration

where c is a damping coefficient. The steady state solution is:

x =

f/k

1

w

2

w

2

0

2

+

w

2

c

2

mkw

2

0

sin(wt A) (6a)

If we define a dimensionless damping ratio:

C

2

=

c

2

4mk

this equation may be written:

x =

],k

1

w

2

w

2

0

2

+4C

2

w

2

w

2

0

sin(wt A) (6b)

(if C=1 we have the condition of critical damping when, if the mass is displaced

and released, it will return eventually to its original position without overshoot).

The amplitude of the oscillation is given by the first part of this expression:

amplitude =

],k

1

w

2

w

2

0

2

+4C

2

w

2

w

2

0

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