‫ﺘﺨﻤﻴﻥ ﻀﻐﻁ ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ‬ ‫ﻤﺠﻠﺔ ﺍﻟﻬﻨﺩﺴﺔ ﻭﺍﻟﺘﻜﻨﻭﻟﻭﺠﻴﺎ‪ ،‬ﺍﻟﻤﺠﻠﺩ‪ ، 26‬ﺍﻟﻌﺩﺩ‪2008،3‬‬

‫ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟﺩﺍﺨﻠﻲ ﺍﻵﻨﻲ ﺒﺎﺴﺘﺨﺩﺍﻡ‬

‫ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯﺍﺕ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬

‫ﺘﺨﻤﻴﻥ ﻀﻐﻁ ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟﺩﺍﺨﻠﻲ ﺍﻵﻨﻲ ﺒﺎﺴﺘﺨﺩﺍﻡ ﺘﺤﻠﻴل‬

‫ﺍﻻﻫﺘﺯﺍﺯﺍﺕ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬
‫ﻡ‪.‬ﻡ ﺇﺤﺴﺎﻥ ﻋﺒﺩ ﺍﻟﺤﺴﻴﻥ ﺒﺎﻗﺭ*‬ ‫ﺃ‪.‬ﻡ‪.‬ﺩ‪ .‬ﻤﻭﻓﻕ ﻋﻠﻲ ﺘﻭﻓﻴﻕ*‬

‫ﺍﻟﺨﻼﺼﺔ ‪:‬‬
‫ﻴﺘﻠﺨﺹ ﻫﺫﺍ ﺍﻟﺒﺤﺙ ﺒﺩﺭﺍﺴﺔ ﺍﻤﻜﺎﻨﻴﺔ ﺘﺨﻤﻴﻥ ﻗﻴﻤﺔ ﻭﺸﻜل ﺍﻟﻀﻐﻁ )ﻀﻐﻁ ﺍﻻﺤﺘـﺭﺍﻕ( ﺩﺍﺨـل‬
‫ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟﺩﺍﺨﻠﻲ ﺒﻭﺍﺴﻁﺔ ﻗﻴﺎﺱ ﺴﻌﺔ ﺍﻻﻫﺘﺯﺍﺯ ﻋﻨﺩ ﺍﻏﻁﻴﺔ ﺍﻟﺭﻜﺎﺌﺯ ﺍﻟﺭﺌﻴﺴـﻴﺔ‬
‫ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ﻭﻟﻘﺩ ﺘﻡ ﺒﻨﺎﺀ ﻨﻤﻭﺫﺝ ﺭﻴﺎﻀﻲ ﺒﺎﺴﺘﺨﺩﺍﻡ ﻁﺭﻴﻘﺔ ﺍﻟﻤﺼـﻔﻭﻓﺎﺕ ﺍﻻﻨﺘﻘﺎﻟﻴـﺔ ﻟﺘﺤﻠﻴـل‬
‫ﺍﻫﺘﺯﺍﺯ ﻋﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ﻭﻜﺫﻟﻙ ﻨﻤﺫﺠﺔ ﻜﺭﺍﺴﻲ ﺍﻟﺘﺤﻤﻴل ﺍﻟﻰ ﻨﻭﺍﺒﺽ ﻭﻤﺨﻤﺩﺍﺕ ﻭﺒﺎﺘﺠﺎﻩ ﺍﻟﻤﺤـﺎﻭﺭ‬
‫ﺍﻟﺭﺌﻴﺴﻴﺔ ﻟﻠﻨﻅﺎﻡ ﻭﺒﺎﻋﺘﻤﺎﺩ ﺘﺤﻠﻴل ﻟﻜﺭﺴﻲ ﺍﻟﺘﺤﻤﻴل ﺍﻟﻤﻌﺭﺽ ﺍﻟﻰ ﺤﻤل ﺩﻴﻨﺎﻤﻴﻜﻲ ﻤﺘﻐﻴﺭ ﺍﻟﺫﻱ ﺘـﻡ‬
‫ﺍﻟﺘﻭﺼل ﺍﻟﻴﻪ ﻤﻥ ﺨﻼل ﻨﻤﺫﺠﺔ ﻋﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ﺍﻟﻰ ﻋﺘﺒﺔ ﻤﺘﻌﺩﺩﺓ ﺍﻟﺭﻜـﺎﺌﺯ ﻭﺒﺎﺴـﺘﺨﺩﺍﻡ ﻨﻅﺭﻴـﺔ‬
‫)ﻤﻌﺎﺩﻟﺔ ﺍﻟﻌﺯﻭﻡ ﺍﻟﺜﻼﺜﺔ( ﺘﻡ ﺍﻴﺠﺎﺩ ﻋﻼﻗﺔ ﺒﻴﻥ ﺭﺩﻭﺩ ﺍﻻﻓﻌﺎل ﻋﻨـﺩ ﺍﻟﺭﻜـﺎﺌﺯ ﺍﻟﺭﺌﻴﺴـﻴﺔ ﻭﺍﻟﻘـﻭﻯ‬
‫ﺍﻟﻤﺴﻠﻁﺔ ﻋﻠﻰ ﻋﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ﻨﺘﻴﺠﺔ ﻀﻐﻁ ﺍﻻﺤﺘﺭﺍﻕ ﻭﺘﺄﺜﻴﺭ ﻜﻠﺘﺎ ﺍﻟﺤﺭﻜﺘﻴﻥ ﺍﻟﺩﻭﺭﺍﻨﻴﺔ ﻭﺍﻟﺘﺭﺩﻴﻴﺔ ‪،‬‬
‫ﻜﻤﺎ ﻭﻗﺩ ﺘﻡ ﺒﻨﺎﺀ ﺒﺭﻨﺎﻤﺞ ﺤﺎﺴﻭﺒﻲ ﺒﻠﻐﺔ ﺍﻟﻔﻭﺭﺘﺭﺍﻥ ﻟﻜل ﻨﻤﻭﺫﺝ ﺭﻴﺎﻀﻲ ﻤﻥ ﺍﻟﻨﻤﺎﺫﺝ ﺍﻟﺘـﻲ ﻤـﺭ‬
‫ﺫﻜﺭﻫﺎ ﺍﻋﻼﻩ ‪.‬‬
‫ﻭﻗﺩ ﺍﻋﺘﻤﺩ ﺍﻟﺒﺤﺙ ﻋﻠﻰ ﺍﻟﻨﺘﺎﺌﺞ ﺍﻟﻌﻤﻠﻴﺔ ﺍﻟﻤﻘﺎﺴﺔ ﻟﻤﺤﺭﻙ ﺩﻴﺯل ﻨﻭﻉ ﺯﻴﺘﻭﺭ ﺭﺒﺎﻋﻲ ﺍﻻﺸـﻭﺍﻁ‬
‫ﺫﻭ ﺍﺭﺒﻌﺔ ﺍﺴﻁﻭﺍﻨﺎﺕ ﻭﺘﺤﺕ ﻅﺭﻭﻑ ﺍﻨﻀﻐﺎﻁﻴﺔ ﻭﺒﺎﺴـﺘﺨﺩﺍﻡ ﺍﻟﺒﺭﻨـﺎﻤﺞ ﺍﻟﺤﺎﺴـﻭﺒﻲ ﻭﺤﺴـﺎﺏ‬
‫ﺍﻻﺴﺘﺠﺎﺒﺔ ﺍﻟﺩﻴﻨﺎﻤﻴﻜﻴﺔ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ﻭﻤﻘﺎﺭﻨﺔ ﺴﻌﺔ ﺍﻻﻫﺘﺯﺍﺯ ﺍﻻﻨﻴﺔ ﺍﻟﻤﺴﺘﺨﺭﺠﺔ ﻤﻊ ﺍﻟﻤﻘﺎﺴﺔ ﻋﻤﻠﻴﹰﺎ‬
‫ﻭﺘﺼﺤﻴﺢ ﻗﻴﻡ ﺍﻟﻀﻐﻁ ﺍﻟﻤﺤﺴﻭﺒﺔ ﻟﺤﻴﻥ ﺍﻟﺘﻭﺍﺼل ﺍﻟﻰ ﺍﻟﺘﻘﺎﺭﺏ ﺍﻟﻤﻁﻠـﻭﺏ ﻟﻠﺴـﻌﺎﺕ ﺍﻻﻫﺘﺯﺍﺯﻴـﺔ‬
‫ﺍﻟﻨﻅﺭﻴﺔ ﻭﺍﻟﻌﻤﻠﻴﺔ ﻴﺘﻡ ﺘﺨﻤﻴﻥ ﻀﻐﻁ ﺍﻻﺴﻁﻭﺍﻨﺔ ﺍﻻﻨﻲ ﻭ ﺘﻡ ﺍﺨﺫ ﻋﻴﻨﺘﻴﻥ ﻤﻥ ﺍﻟﻘـﺭﺍﺀﺍﺕ ﺍﻟﻌﻤﻠﻴـﺔ‬
‫ﻟﺴﻌﺔ ﺍﻻﻫﺘﺯﺍﺯ ﺍﻟﻤﻘﺎﺴﺔ ﻋﻠﻰ ﺍﻟﺭﻜﻴﺯﺓ ﺍﻟﺭﺌﻴﺴﻴﺔ ﺍﻟﺭﺍﺒﻌﺔ ﻭﻋﻨﺩ ﺴﺭﻋﺘﻴﻥ ﺩﻭﺭﺍﻨﻴﺘﻴﻥ‪ .‬ﻟﻘﺩ ﺍﻅﻬـﺭﺕ‬
‫ﺍﻟﻨﺘﺎﺌﺞ ﺘﻘﺎﺭﺒﹰﺎ ﺠﻴﺩﹰﺍ ﺒﻴﻥ ﻗﻴﻡ ﺍﻟﻀﻐﻁ ﺍﻟﻤﻘﺎﺴﺔ ﻋﻤﻠﻴﹰﺎ ﻭﻗﻴﻡ ﺍﻟﻀﻐﻁ ﺍﻟﻤﺴﺘﻨﺘﺠﺔ ﻤﻥ ﻫـﺫﻩ ﺍﻟﺩﺭﺍﺴـﺔ ‪،‬‬
‫ﻭﻗﺩ ﺘﻡ ﺍﺴﺘﻨﺘﺎﺝ ﺍﻟﺴﺭﻋﺔ ﺍﻟﺩﻭﺭﺍﻨﻴﺔ ﺒﺎﺴﺘﺨﺩﺍﻡ ﺍﻟﻘﻴﺎﺱ ﺍﻟﻌﻤﻠﻲ ﻟﺴﻌﺔ ﺍﻻﻫﺘـﺯﺍﺯ ﻭﺍﻟﻀـﻐﻁ ﺩﺍﺨـل‬
‫ﺍﻻﺴﻁﻭﺍﻨﺔ ﻭﻟﺴﺭﻋﺘﻴﻥ ﺩﻭﺭﺍﻨﻴﺘﻴﻥ ﺒﺎﺴﺘﺨﺩﺍﻡ ﺫﺍﺕ ﺍﻟﺒﺭﻨﺎﻤﺞ ﻤﻊ ﺍﺠﺭﺍﺀ ﺘﻐﻴﻴـﺭ ﺒﺴـﻴﻁ ﻭﺍﻅﻬـﺭﺕ‬
‫ﺍﻟﻨﺘﺎﺌﺞ ﺘﻁﺎﺒﻕ ﺠﻴﺩ ﺒﻴﻥ ﺍﻟﺩﺭﺍﺴﺔ ﺍﻟﻌﻤﻠﻴﺔ ﻭﺍﻟﻨﻅﺭﻴﺔ ‪.‬‬

‫ﻀﻐﻁ ﺍﻻﺴﻁﻭﺍﻨﺔ ‪ ،‬ﻋﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ‪ ،‬ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯﺍﺕ ‪ ،‬ﻤﺤﺭﻙ ﺩﻴﺯل ‪Keyword :‬‬

‫‪Abstract‬‬
‫‪This research summarized the possibility of prediction of the cylinder‬‬
‫‪pressure (combustion pressure) of internal combustion engine by measuring the‬‬
‫‪vibration amplitude at the housing of the main bearing of crankshaft.‬‬
‫‪A mathematical model was developed using the Transfer Matrix Method to‬‬
‫‪analyze the crankshaft vibration. The journal bearings were modeled as springs‬‬
‫‪and dampers in the direction of main system coordinates. The bearings were‬‬
‫‪under dynamic load conditions. This was achieved by sampling the crankshaft to‬‬
‫‪multi-supported beam using the Equation of Three Moments Theory. A relation‬‬
‫‪between the reactions were found at main bearings and the applied forces on the‬‬
‫‪crankshaft as a result of pressure and the effect of both reciprocating and‬‬
‫‪rotating motion .‬‬
‫‪A computer program in Fortran language was developed for each cited‬‬
‫‪sample.‬‬
‫‪The study depends on experimental results previously measured on (Zetor M-‬‬
‫‪Type), four stroke, 4-cylinders diesel engine under motoring condition using‬‬
‫‪special prepared computer program. The resulting amplitude of vibration at local‬‬
‫‪position were compared with the experimental amplitude also the cylinder‬‬
‫‪pressure were corrected until a convergence criterion is reached between the‬‬
‫‪theoretical and the experimental amplitudes. The instantaneous cylinder pressure‬‬
‫‪will be predicted, two samples of data were taken for the amplitude of vibration‬‬
‫‪at two rotational speeds.‬‬
 ‫ﺘﺨﻤﻴﻥ ﻀﻐﻁ ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ‬ ‫ﻤﺠﻠﺔ ﺍﻟﻬﻨﺩﺴﺔ ﻭﺍﻟﺘﻜﻨﻭﻟﻭﺠﻴﺎ‪ ،‬ﺍﻟﻤﺠﻠﺩ‪ ، 26‬ﺍﻟﻌﺩﺩ‪2008،3‬‬
‫ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟﺩﺍﺨﻠﻲ ﺍﻵﻨﻲ ﺒﺎﺴﺘﺨﺩﺍﻡ‬
‫ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯﺍﺕ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬

‫‪The results show good agreement with those obtained experimentally. Also‬‬
‫‪the rotational speed was deduced by the use of practical measurement of‬‬
‫‪vibration amplitude and cylinder pressure for two rotational speeds using the‬‬
‫‪same program with simple change and showed good agreement between‬‬
‫‪practical and theoretical results.‬‬

‫ﻗﺎﺌﻤﺔ ﺍﻟﺭﻤﻭﺯ‪:‬‬

‫ﺍﻟﻭﺤﺩﺓ‬ ‫ﺍﻟﻤﻌﻨﻰ‬ ‫ﺍﻟﺭﻤﺯ‬ ‫ﺍﻟﻭﺤﺩﺓ‬ ‫ﺍﻟﻤﻌﻨﻰ‬ ‫ﺍﻟﺭﻤﺯ‬

‫ﻋﺯﻡ ﺍﻟﻘﺼﻭﺭ ﺍﻟﺫﺍﺘﻲ ﻟﻠﻤﺴﺎﺤﺔ‬
‫‪m4‬‬ ‫‪Jz , Jx , Jy‬‬ ‫‪m/s2‬‬ ‫ﺍﻟﺘﻌﺠﻴل ﺍﻟﺨﻁﻲ ﻟﻤﻜﺒﺱ ﺍﻟﻤﺤﺭﻙ‬ ‫‪A‬‬
‫ﺒﺎﺘﺠﺎﻩ ‪ z ، x ، y‬ﻋﻠﻰ ﺍﻟﺘﺭﺘﻴﺏ‬
‫‪degree‬‬ ‫ﺯﺍﻭﻴﺔ ﺩﻭﺭﺍﻥ ﻋﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬ ‫‪θ‬‬ ‫‪m‬‬ ‫ﻨﺼﻑ ﻗﻁﺭ ﺫﺭﺍﻉ ﻋﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬ ‫‪R‬‬
‫‪r.p.m‬‬ ‫ﺍﻟﺴﺭﻋﺔ ﺍﻟﺩﻭﺭﺍﻨﻴﺔ‬ ‫‪ω, Ω‬‬ ‫‪m‬‬ ‫ﻁﻭل ﺫﺭﺍﻉ ﺍﻟﺘﻭﺼﻴل‬ ‫‪l‬‬
‫ﺍﻟﺯﺍﻭﻴﺔ ﺒﻴﻥ ﺨﻁ ﺍﻟﻤﺭﺍﻜﺯ ﻭﺍﻱ ﻨﻘﻁﺔ‬
‫‪degree‬‬ ‫ﻋﻠﻰ ﻤﺤﻴﻁ ﻜﺭﺴﻲ ﺍﻟﺘﺤﻤﻴل‬
‫‪φ‬‬ ‫‪m‬‬ ‫ﻁﻭل ﺍﻟﻤﻘﻁﻊ‬ ‫‪Li‬‬
‫‪degree‬‬ ‫ﺯﺍﻭﻴﺔ ﺍﻟﺴﻘﻭﻁ‬ ‫‪β‬‬ ‫‪kg‬‬ ‫ﻜﺘﻠﺔ ﺍﻟﻤﻜﺒﺱ‬ ‫‪Mp‬‬
‫‪N.s/m2‬‬ ‫ﻟﺯﻭﺠﺔ ﺍﻟﺯﻴﺕ‬ ‫‪η‬‬ ‫‪kg‬‬ ‫ﻜﺘﻠﺔ ﺍﻟﻤﺴﻤﺎﺭ ﺍﻟﺭﺴﻐﻲ ﻟﻠﻤﻜﺒﺱ‬ ‫‪Mg‬‬
‫ﻜﺘﻠﺔ ﺍﻟﺘﺭﺍﻜﻴﺏ ﺍﻟﺴﺎﻨﺩﺓ ﻟﻜﺭﺴﻲ ﺍﻟﺘﺤﻤﻴل‬
‫‪m‬‬ ‫ﻨﺴﺒﺔ ﺍﻟﻼﺘﻤﺭﻜﺯ‬ ‫‪e‬‬ ‫‪kg‬‬ ‫‪ mpx , mpy‬ﺍﻟﺭﺌﻴﺴﻲ‬
‫ﺍﻟﺨﻠﻭﺹ ﺍﻟﻨﺼﻑ ﻗﻁﺭﻱ ﻟﻜﺭﺴﻲ‬ ‫ﺠﺯﺀ ﺍﻟﻜﺘﻠﺔ ﻟﺫﺭﺍﻉ ﺍﻟﺘﻭﺼﻴل ﺍﻟﻤﺘﺼـل‬
‫‪m‬‬ ‫ﺍﻟﺘﺤﻤﻴل‬ ‫‪c‬‬ ‫‪kg‬‬ ‫ﺒﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬ ‫‪mr‬‬

‫‪m‬‬ ‫‪ε= e‬‬

‫‪c‬‬
‫ﻨﺴﺒﺔ ﺍﻟﻼﺘﻤﺭﻜﺯ‬ ‫‪ε‬‬ ‫‪kg‬‬ ‫ﻜﺘﻠﺔ ﺍﻟﻨﻘﻁﺔ ﻋﻨﺩ ﺍﻟﻤﺤﻁﺔ )‪(i‬‬ ‫‪mi‬‬
‫‪m‬‬ ‫ﺴﻤﻙ ﻁﺒﻘﺔ ﺍﻟﺯﻴﺕ‬ ‫‪h‬‬ ‫‪N/m‬‬ ‫‪ Kxx , Kyy‬ﻤﻌﺎﻤﻼﺕ ﺍﻟﺠﺴﺎﺌﺔ ﻟﻜﺭﺴﻲ ﺍﻟﺘﺤﻤﻴل‬
‫ﻤﻌﺎﻤﻼﺕ ﺍﻟﺠﺴـﺎﺌﺔ ﻟﻘﺎﻋـﺩﺓ ﻜﺭﺴـﻲ‬
‫‪m‬‬ ‫ﻨﺼﻑ ﻗﻁﺭ ﻜﺭﺴﻲ ﺍﻟﺘﺤﻤﻴل‬ ‫‪r‬‬ ‫‪N/m‬‬ ‫‪ Kx , Ky‬ﺍﻟﺘﺤﻤﻴل‬
‫‪N/m2‬‬ ‫ﻤﻌﺎﻤل ﺍﻟﻤﺭﻭﻨﺔ‬ ‫‪E‬‬ ‫‪N.s/m‬‬ ‫‪ Dxx , Dyy‬ﻤﻌﺎﻤﻼﺕ ﺍﻟﺘﺨﻤﻴﺩ ﻟﻜﺭﺴﻲ ﺍﻟﺘﺤﻤﻴل‬
‫ﻤﻌﺎﻤﻼﺕ ﺍﻟﺘﺨﻤﻴـﺩ ﻟﻘﺎﻋـﺩﺓ ﻜﺭﺴـﻲ‬
‫‪N/m2‬‬ ‫ﻤﻌﺎﻤل ﺍﻟﻘﺹ‬ ‫‪G‬‬ ‫‪N.s/m‬‬ ‫‪ Dx , Dy‬ﺍﻟﺘﺤﻤﻴل‬

‫ـﺔ‬
‫ـﺎﺌﺔ ﺍﻟﻼﺒﻌﺩﻴــ‬
‫ـﺎﻤﻼﺕ ﺍﻟﺠﺴــ‬
‫ﻤﻌــ‬
‫‪N‬‬ ‫ﻗﻭﻯ ﺍﻟﻘﺹ ﺍﻟﺨﺎﺭﺠﻴﺔ‬ ‫‪Vaz, Vax, Vay‬‬ ‫=‪K‬‬
‫‪Kc3 Kxx , Kyy‬‬
‫‪ηωr 3L‬‬
‫ـﺔ‬
‫ـﺩ ﺍﻟﻼﺒﻌﺩﻴــ‬
‫ـﺎﻤﻼﺕ ﺍﻟﺘﺨﻤﻴــ‬
‫ﻤﻌــ‬
‫‪N.m‬‬ ‫ﻋﺯﻭﻡ ﺍﻻﻨﺤﻨﺎﺀ ﺍﻟﺨﺎﺭﺠﻴﺔ‬ ‫‪Maz,Max,May‬‬ ‫=‪D‬‬
‫‪Dc3 Dxx , Dyy‬‬
‫‪ηωr 3L‬‬
‫ﻤﺼﻔﻭﻓﺔ ﺘﻤﺜل ﺤﺎﺼل ﺍﻟﻀﺭﺏ‬ ‫ﺍﻻﻨﺤﺭﺍﻓﺎﺕ ﻓﻲ ﺍﻻﺘﺠﺎﻫﺎﺕ ‪z ، x ، y‬‬
‫ﺍﻟﻨﻬﺎﺌﻲ ﻟﻤﺼﻔﻭﻓﺎﺕ ﺍﻟﻤﺠﺎل ﻭﺍﻟﻨﻘﻁ‬ ‫]‪[U‬‬ ‫‪m‬‬ ‫‪ Z , X , Y‬ﻋﻠﻰ ﺍﻟﺘﺭﺘﻴﺏ‬
‫ﺯﻭﺍﻴﺎ ﺍﻟﻤﻴل ﺤـﻭل ‪ z ، x ، y‬ﻋﻠـﻰ‬
‫ﻤﺼﻔﻭﻓﺔ ﺍﻟﻭﺤﺩﺓ‬ ‫]‪[E‬‬ ‫‪degree‬‬ ‫‪φz , φx , φ y‬‬
‫ﺍﻟﺘﺭﺘﻴﺏ‬
‫‪ V , V , V‬ﻤﺭﻜﺒﺎﺕ ﻗﻭﻯ ﺍﻟﻘﺹ ﻓﻲ ﺍﻻﺘﺠﺎﻫﺎﺕ ‪y‬‬
‫‪z‬‬ ‫‪x‬‬ ‫‪y‬‬
‫ﻤﺼﻔﻭﻓﺔ ﺍﻟﻤﺠﺎل ﻟﻠﻤﻘﻁﻊ )‪(i‬‬ ‫‪[F]i‬‬ ‫‪N‬‬ ‫‪ z ، x ،‬ﻋﻠﻰ ﺍﻟﺘﺭﺘﻴﺏ‬

‫‪ M , M , M‬ﻤﺭﻜﺒﺎﺕ ﻋﺯﻭﻡ ﺍﻻﻨﺤﻨﺎﺀ ﻓﻲ ﺍﻻﺘﺠﺎﻫﺎﺕ‬

‫‪z‬‬ ‫‪x‬‬ ‫‪y‬‬
‫ﻤﺼﻔﻭﻓﺔ ﺍﻟﻨﻘﻁﺔ ﻟﻠﻤﺤﻁﺔ )‪(i‬‬ ‫‪[P]i‬‬ ‫‪N.m‬‬ ‫‪ z ، x ، y‬ﻋﻠﻰ ﺍﻟﺘﺭﺘﻴﺏ‬

‫ﻋﺯﻡ ﺍﻟﻘﺼﻭﺭ ﺍﻟﺫﺍﺘﻲ ﺍﻟﻜﺘﻠﻲ ﺒﺎﺘﺠـﺎﻩ ‪y‬‬

‫‪m‬‬ ‫ﻗﻁﺭ ﺍﻟﻤﻜﺒﺱ‬ ‫‪D‬‬ ‫‪Kg.m2‬‬ ‫‪Iz , Ix , Iy‬‬
‫‪ z ، x ،‬ﻋﻠﻰ ﺍﻟﺘﺭﺘﻴﺏ‬
 ‫ﺘﺨﻤﻴﻥ ﻀﻐﻁ ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ‬ ‫ﻤﺠﻠﺔ ﺍﻟﻬﻨﺩﺴﺔ ﻭﺍﻟﺘﻜﻨﻭﻟﻭﺠﻴﺎ‪ ،‬ﺍﻟﻤﺠﻠﺩ‪ ، 26‬ﺍﻟﻌﺩﺩ‪2008،3‬‬
‫ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟﺩﺍﺨﻠﻲ ﺍﻵﻨﻲ ﺒﺎﺴﺘﺨﺩﺍﻡ‬
‫ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯﺍﺕ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬

‫ﻭﺘﻌﺘﻤﺩ ﻋﻠﻰ ﺘﺤﻠﻴل ﻋﻤﻭﺩ ﺍﻟﻤﺭﻓـﻕ ﻜﻨﻅـﺎﻡ‬

‫ﻤﺘﻜﺎﻤل ﺩﻭﻥ ﺘﺠﺯﺌﺔ ﻋـﻥ ﻁﺭﻴـﻕ ﻨﻤﺫﺠﺘـﻪ‬ ‫ﺍﻟﻤﻘﺩﻤﺔ‬
‫ﺒﺎﻟﻌﻨﺎﺼﺭ ﺍﻟﻤﺤﺩﺩﺓ ﻤﻊ ﺍﻻﺨﺫ ﺒﻨﻅﺭ ﺍﻻﻋﺘﺒـﺎﺭ‬ ‫ﺍﻥ ﺤﺴﺎﺏ ﺍﻭ ﺘﺨﻤﻴﻥ ﻀـﻐﻁ ﺍﻻﺤﺘـﺭﺍﻕ‬
‫ﺍﻟﻘــﻭﻯ ﺍﻟﻤــﺅﺜﺭﺓ ﺍﻟﻨﺎﺘﺠــﺔ ﻋــﻥ ﻀــﻐﻁ‬ ‫ﺩﺍﺨل ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ ﺍﻻﺤﺘـﺭﺍﻕ ﺍﻟـﺩﺍﺨﻠﻲ‬
‫ـﺫﻟﻙ‬‫ـﺭﻙ ﻭﻜـ‬ ‫ـﺎ ﻟﻠﻤﺤـ‬‫ـﻁﻭﺍﻨﺎﺕ ﺒﺄﺠﻤﻌﻬـ‬ ‫ﺍﻻﺴـ‬ ‫ﺒﻭﺍﺴﻁﺔ ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯ ﺍﻟﻨﺎﺘﺞ ﻋﻥ ﺘـﺄﺜﻴﺭﺍﺕ‬
‫ﺍﻟﺘﺄﺜﻴﺭﺍﺕ ﺍﻟﻔﻴﺯﻴﺎﺌﻴﺔ ﻟﻠﺭﻜـﺎﺌﺯ ﻭﻤﻭﺍﺼـﻔﺎﺕ‬ ‫ﻗﻭﻯ ﺍﻟﻀﻐﻁ ﻭ ﺍﻟﻘﺼﻭﺭ ﺍﻟﺫﺍﺘﻲ ﻭﺍﻟﺘـﺄﺜﻴﺭﺍﺕ‬
‫ﺍﻟﺯﻴﺕ ﺍﻟﻤﺴﺘﺨﺩﻡ ﻓﻴﻬﺎ ﻋﻥ ﻁﺭﻴﻕ ﺤل ﻤﻌﺎﺩﻟﺔ‬ ‫ﺍﻟﺠﺎﻴﺭﻭﺴﻜﻭﺒﻴﺔ ‪ ،‬ﻴﺘﻁﻠـﺏ ﺍﺠـﺭﺍﺀ ﺘﺤﻠﻴـل‬
‫ﺭﻴﻨﻭﻟﺩ ﻟﻠﺭﻜﻴﺯﺓ ﻭﻋﻠﻰ ﻫﺫﺍ ﺘﻌﺘﺒﺭ ﻫﺫﻩ ﺍﻟﻁﺭﻴﻘﺔ‬ ‫ﻟﻠﻤﻘﺎﺩﻴﺭ ﺍﻟﺠﺎﻨﺒﻴﺔ )ﺍﻻﻨﺤﺭﺍﻑ ‪ ،‬ﺍﻟﻤﻴل ‪ ،‬ﺍﻟﻘﺹ‬
‫ﺍﻜﺜﺭ ﻤﺤﺎﻜﺎﺓ ﻟﻠﻭﺍﻗﻊ ﺍﻟﻌﻤﻠﻲ ‪.‬‬ ‫‪ ,‬ﺍﻟﻌﺯﻡ( ﻟﻼﻫﺘﺯﺍﺯ ﻋﻠﻰ ﻁﻭل ﻋﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‪،‬‬
‫ﺒﺎﻻﻀﺎﻓﺔ ﺍﻟﻰ ﺩﺭﺍﺴﺔ ﺍﻟﻤﺘﻐﻴﺭﺍﺕ ﺍﻟﺩﻴﻨﺎﻤﻴﻜﻴـﺔ‬
‫ﺍﻤﺎ ﻓﻲ ﺍﻟﺒﺤﺙ ﺍﻟﺤـﺎﻟﻲ ﻓﻘـﺩ ﺍﺴـﺘﺨﺩﻤﺕ‬ ‫ﻟﻤﻭﺍﺼﻔﺎﺕ ﺍﻟﺭﻜﺎﺌﺯ ﺍﻟﺭﺌﻴﺴﻴﺔ ﺒﺄﺨـﺫ ﺭﻜﻴـﺯﺓ‬
‫ﻁﺭﻴﻘﺔ ﺍﻟﻤﺼﻔﻭﻓﺎﺕ ﺍﻻﻨﺘﻘﺎﻟﻴﺔ ﻟﺘﺤﻠﻴل ﺍﻫﺘـﺯﺍﺯ‬ ‫ﻜﻌﻴﻨﺔ ﻭﺘﻌﺭﻴﻀﻬﺎ ﺍﻟﻰ ﻗﻭﻯ ﺩﻴﻨﺎﻤﻴﻜﻴﺔ ﻤﺘﻐﻴﺭﺓ‬
‫ﻋﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ﺒﻨﻤﺫﺠﺘﻪ ﺍﻟـﻰ ﻜﺘـل ﻤﺠﻤﻌـﺔ‬ ‫ﻭﺩﺭﺍﺴﺔ ﺘﺄﺜﻴﺭ ﺘﻠﻙ ﺍﻟﻘﻭﻯ ﻋﻠـﻰ ﺍﻟﻤﻌـﺎﻤﻼﺕ‬
‫)‪ (Lumped Masses‬ﻤﺭﺘﺒﻁﺔ ﺒﻌﺘﺒﺎﺕ ﻤﺭﻨﺔ‬ ‫ﺍﻟﺩﻴﻨﺎﻤﻴﻜﻴﺔ ﻟﻠﺭﻜﻴـﺯﺓ‪) ،‬ﻤﻌـﺎﻤﻼﺕ ﺍﻟﺠﺴـﺎﺌﺔ‬
‫ﻤﻬﻤﻠﺔ ﺍﻟﻭﺯﻥ ﻤﻊ ﺍﻻﺨﺫ ﺒﻨﻅﺭ ﺍﻻﻋﺘﺒﺎﺭ ﺍﻟﻘﻭﻯ‬ ‫ﻭﺍﻟﺘﺨﻤﻴﺩ( ﻭﻤﺩﻯ ﺘﺄﺜﻴﺭ ﻫﺫﻩ ﺍﻟﻤﻌﺎﻤﻼﺕ ﻋﻠـﻰ‬
‫ﺍﻟﺩﻴﻨﺎﻤﻴﻜﻴﺔ ﺍﻟﻤﺅﺜﺭﺓ ﻋﻠﻰ ﻋﻤـﻭﺩ ﺍﻟﻤﺭﻓـﻕ ﻭ‬ ‫ﺴﻌﺔ ﺍﻻﻫﺘﺯﺍﺯ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ‪ .‬ﻭﻤﻥ ﺍﻟﺒﺤﻭﺙ‬
‫ﺍﻟﻘﺼﻭﺭ ﺍﻟﺫﺍﺘﻲ ﻭﺍﻟﺘﺎﺜﻴﺭﺍﺕ ﺍﻟﺠﺎﻴﺭﻭﺴـﻜﻭﺒﻴﺔ‬ ‫ﺍﻟﺴﺎﺒﻘﺔ ]‪ [4‬ﺍﻟﺫﻱ ﺘﻨﺎﻭل ﺍﺠﺭﺍﺀ ﺩﺭﺍﺴﺔ ﻟﺘﺤﻠﻴل‬
‫ﻋﻠﻰ ﻋﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ‪ ،‬ﻭﻻﻴﺠﺎﺩ ﺭﺩﻭﺩ ﺍﻻﻓﻌـﺎل‬ ‫ﺍﻫﺘﺯﺍﺯ ﻋﻤﻭﺩ ﺍﻟﻤﺭﻓـﻕ ﺒﺎﺴـﺘﺨﺩﺍﻡ ﻁﺭﻴﻘـﺔ‬
‫ﻋﻨﺩ ﺍﻟﺭﻜﺎﺌﺯ ﺍﻟﺭﺌﻴﺴـﻴﺔ ﺍﺴـﺘﺨﺩﻤﺕ ﻨﻅﺭﻴـﺔ‬ ‫ﻫﻭﻟﻴﺯﺭ ﻟﻼﻫﺘـﺯﺍﺯ ﺍﻟﻘﺴـﺭﻱ ) – ‪Holzer‬‬
‫)ﻤﻌﺎﺩﻟﺔ ﺍﻟﻌﺯﻭﻡ ﺍﻟﺜﻼﺜﺔ( ﻭﺒﺎﻟﺘﺎﻟﻲ ﺍﻴﺠﺎﺩ ﻋﻼﻗﺔ‬ ‫‪ (forced vibration method‬ﻭﺫﻟﻙ ﺒﺒﻨﺎﺀ‬
‫ﺒﻴﻥ ﺍﻟﻘﻭﻯ ﺍﻟﻨﺎﺘﺠﺔ ﻋﻥ ﻀـﻐﻁ ﺍﻻﺴـﻁﻭﺍﻨﺔ‬ ‫ﻨﻤﻭﺫﺝ ﺭﻴﺎﻀﻲ ﻴﻌﺘﻤﺩ ﻋﻠـﻰ ﺘﻘﺴـﻴﻡ ﻋﻤـﻭﺩ‬
‫ﻭﺍﻻﺴﺘﺠﺎﺒﺔ ﺍﻟﺩﻴﻨﺎﻤﻴﻜﻴﺔ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ﻭﻋﻨـﺩ‬ ‫ﺍﻟﻤﺭﻓﻕ ﺍﻟﻰ ﺴﻠﺴـﻠﺔ ﻤـﻥ ﺍﻟﻜﺘـل ﺍﻟﻤﻜﺎﻓﺌـﺔ‬
‫ﺴﺭﻉ ﻤﺨﺘﻠﻔﺔ ﻭﻟﻤﻭﺍﻗﻊ ﺩﻭﺭﺍﻨﻴﺔ ﻤﺨﺘﻠﻔﺔ ‪.‬‬ ‫ﻭﺍﻟﻨﻭﺍﺒﺽ ﻤﻊ ﺍﻻﺨﺫ ﺒﻨﻅﺭ ﺍﻻﻋﺘﺒﺎﺭ ﺘـﺄﺜﻴﺭﺍﺕ‬
‫ﺍﻟﺘﺨﻤﻴﺩ ﺍﻟﻨﺎﺘﺠﺔ ﻋﻥ ﺍﻻﺤﺘﻜﺎﻙ ﺍﻟﺤﺎﺼل ﺒـﻴﻥ‬
‫ﺍﻟﺘﺤﻠﻴل ﺍﻟﻨﻅﺭﻱ‬ ‫ﺍﻟﻤﻜﺒﺱ ﻭﺠﺩﺍﺭ ﺍﻻﺴﻁﻭﺍﻨﺔ ‪ ،‬ﻜﺫﻟﻙ ﺍﻟﺘﺨﻤﻴـﺩ‬
‫ﺍﻥ ﺍﻟﺩﺭﺍﺴﺎﺕ ﺍﻟﺩﻴﻨﺎﻤﻴﺔ ﻻﻨﻅﻤﺔ )ﺍﻻﻋﻤـﺩﺓ‬ ‫ﺍﻟﺩﺍﺨﻠﻲ ﻟﻠﻌﻤﻭﺩ ﻭﺍﺨﻴﺭﹰﺍ ﺍﻟﺘﺨﻤﻴﺩ ﺍﻟﻨـﺎﺘﺞ ﻋـﻥ‬
‫ﺍﻟﺩﻭﺍﺭﺓ – ﻜﺭﺴﻲ ﺘﺤﻤﻴل( ﺫﺍﺕ ﺍﻟﻤﺭﻭﻨﺔ ﺘﺄﺨﺫ‬ ‫ﻁﺒﻘﺔ ﺍﻟﺯﻴﺕ ﻓﻲ ﺍﻟﺭﻜﺎﺌﺯ ﺍﻟﺭﺌﻴﺴﻴﺔ ‪ ،‬ﻜﻤﺎ ﻭﻗﺩ‬
‫ـﺔ‬‫ـﺯﺍﺯﺍﺕ ﺍﻟﺩﻭﺭﺍﻨﻴـ‬‫ـﺎﺭ ﺍﻻﻫﺘـ‬ ‫ـﺭ ﺍﻻﻋﺘﺒـ‬ ‫ﺒﻨﻅـ‬ ‫ﺘﻡ ﻨﻤﺫﺠﺔ ﻨﻅـﺎﻡ ﺍﻟﺘﻔـﺭﻉ ﺍﻟـﻰ ﺯﻭﺝ ﻤـﻥ‬
‫ﻭﺍﻟﻤﺴﺘﻌﺭﻀﺔ ﻭﺘﺄﺜﻴﺭ ﺍﻫﺘـﺯﺍﺯﺍﺕ ﺍﻻﻨﺤﻨـﺎﺀ‬ ‫ﺍﻟﻤﺴﻨﻨﺎﺕ ﻤﻊ ﺍﻻﺨﺫ ﺒﻨﻅـﺭ ﺍﻻﻋﺘﺒـﺎﺭ ﻨﺴـﺒﺔ‬
‫ﺍﻟﻤﺴﺒﺏ ﻟﺘﺩﻭﻴﻡ ﺍﻟﻌﻤﻭﺩ ﺍﻟﺩﻭﺍﺭ ‪.‬‬ ‫ﺍﻟﺘﺤﻭﻴل ﻟﻠﺴﺭﻉ ﻭﺍﻟﻌﺯﻡ ﻭﻗﺩ ﺘﻭﺼـﻠﺕ ﻫـﺫﻩ‬
‫ﻓﻲ ﺍﻟﺒﺤﺙ ﺍﻟﺤﺎﻟﻲ ﺘﻡ ﺩﺭﺍﺴﺔ ﺍﻤﻜﺎﻨﻴـﺔ ﺍﻴﺠـﺎﺩ‬ ‫ﺍﻟﺩﺭﺍﺴﺔ ﺍﻟﻰ ﺍﻥ ﻫﺫﻩ ﺍﻟﻁﺭﻴﻘﺔ ﻤﻼﺌﻤﺔ ﻟﻼﻨﻅﻤﺔ‬
‫ﻀﻐﻁ ﺍﻻﺴﻁﻭﺍﻨﺔ ﻟﻤﺤﺭﻙ ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟـﺩﺍﺨﻠﻲ‬ ‫ﺫﺍﺕ ﺍﻟﺘﻔﺭﻋﺎﺕ ﻤﻥ ﺨﻼل ﻤﻘﺎﺭﻨﺔ ﺍﻟﻨﺘﺎﺌﺞ ﻤـﻊ‬
‫ﻤﻥ ﺨﻼل ﺍﺠﺭﺍﺀ ﺍﻟﺘﺤﻠﻴل ﺍﻟـﺩﻴﻨﺎﻤﻴﻜﻲ ﻟﻌﻤـﻭﺩ‬ ‫ﻨﺘﺎﺌﺞ ﺍﻟﺒﺤﻭﺙ ﺍﻟﺴﺎﺒﻘﺔ ‪.‬‬
‫ﺍﻟﻤﺭﻓﻕ ﻟﻤﺤﺭﻙ ﺩﻴﺯل ﺭﺒـﺎﻋﻲ ﺍﻻﺸـﻭﺍﻁ ﺫﻭ‬
‫ﺍﺭﺒﻌﺔ ﺍﺴـﻁﻭﺍﻨﺎﺕ ﻴﻌﻤـل ﺒﻨﺴـﻕ ﺍﺸـﺘﻌﺎل‬ ‫ﺍﻤﺎ ﻓﻴﻤﺎ ﻴﺨﺹ ﺤﺴﺎﺏ ﺍﻟﻘﻭﻯ ﺍﻟﺩﻴﻨﺎﻤﻴﻜﻴﺔ‬
‫)‪ (1342‬ﻭﻻﺴﺘﻜﻤﺎل ﺍﻟﺘﺤﻠﻴل ﺍﻟﺩﻴﻨﺎﻤﻴﻜﻲ ﻟﻌﻤﻭﺩ‬ ‫ﺍﻟﻤﺅﺜﺭﺓ ﻋﻠﻰ ﻋﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ﻭﻁﺭﻴﻘﺔ ﺤﺴـﺎﺏ‬
‫ﺍﻟﻤﺭﻓﻕ ﻓﻘﺩ ﺘـﻡ ﻋـﺭﺽ ﺍﻟﺘﺤﻠﻴـل ﺒﺤﺴـﺏ‬ ‫ﺭﺩﻭﺩ ﺍﻻﻓﻌﺎل ﻟﻬﺫﻩ ﺍﻟﻘـﻭﻯ ﻋﻠـﻰ ﺍﻟﺭﻜـﺎﺌﺯ‬
‫ﺍﻟﺨﻁﻭﺍﺕ ﺍﻟﺘﺎﻟﻴﺔ ‪-:‬‬ ‫ﺍﻟﺭﺌﻴﺴﻴﺔ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ﺘﻨـﺎﻭل ﺍﻟﺒﺤـﺙ ]‪[5‬‬
‫ﺩﺭﺍﺴﺔ ﻤﻘﺎﺭﻨﺔ ﺒﻴﻥ ﻁﺭﻴﻘﺘﻴﻥ ﻫـﻲ ﺍﻟﻁﺭﻴﻘـﺔ‬
‫ﺤﺴﺎﺏ ﺍﻟﻘﻭﻯ ﺍﻟﻤﺅﺜﺭﺓ ﻋﻠﻰ ﻋﻤـﻭﺩ‬ ‫•‬ ‫ﺍﻟﻤﺤﺩﺩﺓ ﺴﺘﺎﺘﻴﻜﻴﹰﺎ ﻭﺘﻔﺘﺭﺽ ﻫﺫﻩ ﺍﻟﻁﺭﻴﻘـﺔ ﺍﻥ‬
‫ﺍﻟﻤﺭﻓﻕ ﻭﺭﺩﻭﺩ ﺍﻻﻓﻌـﺎل ﻟﻠﺭﻜـﺎﺌﺯ‬ ‫ﻋﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ﻴﻤﻜﻥ ﺘﻤﺜﻴﻠـﻪ ﺒﻌﺘﺒـﺔ ﺒﺴـﻴﻁﺔ‬
‫ﺍﻟﺭﺌﻴﺴﻴﺔ‬ ‫ﺍﻻﺭﺘﻜﺎﺯ ﻋﻨﺩ ﻜل ﺭﻜﻴـﺯﺓ ﺭﺌﻴﺴـﻴﺔ ﻟﻌﻤـﻭﺩ‬
‫ﺍﻟﻤﺭﻓﻕ ﺍﻻ ﺍﻥ ﻫﺫﺍ ﺍﻻﻓﺘﺭﺍﺽ ﻴﺅﺩﻱ ﺍﻟﻰ ﺍﻟﻐﺎﺀ‬
‫ﺃ‪ -‬ﺤﺴﺎﺏ ﺍﻟﻘﻭﻯ ﻋﻠﻰ ﺍﻟﻨﻬﺎﻴﺔ ﺍﻟﻜﺒﺭﻯ ﻟﺫﺭﺍﻉ‬ ‫ﺍﻟﺘﺄﺜﻴﺭ ﻟﻠﻘﻭﻯ ﺍﻟﺩﻴﻨﺎﻤﻴﻜﻴﺔ ﻟﺒـﺎﻗﻲ ﺍﺴـﻁﻭﺍﻨﺎﺕ‬
‫ﺍﻟﺘﻭﺼﻴل‬ ‫ﺍﻟﻤﺤﺭﻙ ﻟﺫﻟﻙ ﻓﺎﻥ ﻫﺫﻩ ﺍﻟﻁﺭﻴﻘﺔ ﺍﺜﺒﺘﺕ ﻋـﺩﻡ‬
‫ﺍﻥ ﺍﻟﺸﻜل )‪ (1‬ﻴﻤﺜل ﻤﺨﻁﻁ ﻤﺒﺴﻁ ﻟﻤﻴﻜﺎﻨﻴﻜﻴﺔ‬ ‫ﺠﺩﻭﺍﻫﺎ ﻻﻫﻤﺎﻟﻬـﺎ ﺘـﺄﺜﻴﺭ ﻨﺴـﻕ ﺍﻻﺸـﺘﻌﺎل‬
‫ﻋﻤﻭﺩ ﻤﺭﻓﻕ ﻭﺫﺭﺍﻉ ﺘﻭﺼﻴل ﻭﻤﻜﺒﺱ ﻟﻤﺎﻜﻨـﺔ‬ ‫)‪ (Firing Order‬ﻟﻠﻤﺤﺭﻙ ‪ ،‬ﺍﻤـﺎ ﺍﻟﻁﺭﻴﻘـﺔ‬
‫ﺍﻟﺜﺎﻨﻴﺔ ﻓﻬﻲ ﺍﻟﻁﺭﻴﻘﺔ ﻏﻴﺭ ﺍﻟﻤﺤـﺩﺩﺓ ﺴـﺘﺎﺘﻴﻜﻴﹰﺎ‬
 ‫ﺘﺨﻤﻴﻥ ﻀﻐﻁ ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ‬ ‫ﻤﺠﻠﺔ ﺍﻟﻬﻨﺩﺴﺔ ﻭﺍﻟﺘﻜﻨﻭﻟﻭﺠﻴﺎ‪ ،‬ﺍﻟﻤﺠﻠﺩ‪ ، 26‬ﺍﻟﻌﺩﺩ‪2008،3‬‬
‫ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟﺩﺍﺨﻠﻲ ﺍﻵﻨﻲ ﺒﺎﺴﺘﺨﺩﺍﻡ‬
‫ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯﺍﺕ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬

‫ﺏ‪ -‬ﺤﺴﺎﺏ ﺭﺩﻭﺩ ﺍﻻﻓﻌـﺎل ﻋﻨـﺩ ﺍﻟﺭﻜـﺎﺌﺯ‬ ‫ﺘﺭﺩﺩﻴﺔ ‪ ،‬ﺍﻟﺘﻌﺠﻴل )‪ (A‬ﻟﻠﻤﻜﺒﺱ ﻴﻤﻜﻥ ﺤﺴﺎﺒﻪ‬
‫ﺍﻟﺭﺌﻴﺴﻴﺔ‬ ‫ﻤﻥ ﺨﻼل ﺍﻟﻤﻌﺎﺩﻟﺔ ]‪: [2‬‬
‫ﺍﻥ ﺤﺴﺎﺏ ﺭﺩﻭﺩ ﺍﻻﻓﻌﺎل ﻴﺘﻁﻠﺏ ﻨﻤﺫﺠﺔ‬
‫ﻋﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ﻜﻌﺘﺒﺔ ﻤﺭﻨﺔ ﺫﺍﺕ ﺍﺭﺘﻜﺎﺯ ﻤﺘﻌﺩﺩ‬
‫ﻤﻔﺘﺭﻀﹰﺎ ﺜﺒﻭﺕ ﺍﻟﻤﺴﺎﻓﺔ ﻤﺎ ﺒﻴﻥ ﺭﻜﻴﺯﺓ ﻭﺍﺨﺭﻯ‬
‫[‬
‫‪A = Rω2 {cos θ + (q 2 − 1)cos 2θ +‬‬

‫}‬
‫ﻭﻜﺫﻟﻙ ﺜﺒﻭﺕ ﺍﻟﻤﻭﺍﺼﻔﺎﺕ ﻭﺍﻟﺸﻜل ﺍﻟﻬﻨﺩﺴـﻲ‬
‫ﻟﻜل ﻤﻘﻁﻊ ﻤﻥ ﻤﻘﺎﻁﻊ ﺍﻟﻌﺘﺒﺔ ﺒﻴﻥ ﻜل ﺭﻜﻴﺯﺘﻴﻥ‬ ‫]‬
‫‪cos 4 θ / (q 2 − sin 2 θ ) 2‬‬
‫‪3‬‬
‫)‪---(1‬‬
‫ﻤﺘﺠﺎﻭﺭﺘﻴﻥ ‪ ،‬ﻤﻊ ﻫﺫﺍ ﺍﻟﻨﻤﻭﺫﺝ ﺘـﻡ ﺍﻋﺘﻤـﺎﺩ‬
‫ﻨﻅﺭﻴﺔ ﻤﻌﺎﺩﻟﺔ ﺍﻟﻌﺯﻭﻡ ﺍﻟﺜﻼﺜـﺔ ]‪ [3‬ﻜﻁﺭﻴﻘـﺔ‬
‫ﻤﺴﺘﺨﺩﻤﺔ ﻻﻴﺠﺎﺩ ﺭﺩﻭﺩ ﺍﻻﻓﻌﺎل ﻟﻠﻌﺘﺒﺎﺕ ﺍﻟﻐﻴﺭ‬
‫‪q= l‬‬
‫ﻤﺤﺩﺩﺓ ﺴﺘﺎﺘﻴﻜﻴﹰﺎ ‪ ،‬ﺍﻟﺸﻜل )‪ (2‬ﻴﺒﻴﻥ ﻤﺨﻁﻁـﹰﺎ‬ ‫‪R‬‬
‫ﻤﺒﺴﻁﹰﺎ ﻟﻌﺘﺒﺔ ﻤﻌﺭﻀﺔ ﺍﻟﻰ ﺍﻟﻘﻭﻯ ﺍﻟﺘـﻲ ﺘـﻡ‬
‫ﺍﻤﺎ ﻗﻭﻯ ﺍﻟﻘﺼﻭﺭ ﻟﻠﻜﺘل ﺍﻟﺘﺭﺩﺩﻴﺔ ) ‪( fI‬‬
‫ﺤﺴﺎﺒﻬﺎ ﻓﻲ ﺍﻟﻔﻘﺭﺓ ﺍﻟﺴـﺎﺒﻘﺔ ‪ ،‬ﻭﻤـﻥ ﺭﺴـﻡ‬
‫)ﻤﻜﺒﺱ ‪ ،‬ﺍﻟﻤﺴﻤﺎﺭ ﺍﻟﺭﺴﻐﻲ ‪ ،‬ﺍﻟﻨﻬﺎﻴﺔ‬
‫ﻤﺨﻁﻁ ﻋﺯﻡ ﺍﻻﻨﺤﻨﺎﺀ ﻟﻠﻌﺘﺒﺔ ﻭﻤﺨﻁﻁ ﺍﻟﻤﻨﺤﻨﻲ‬
‫ﺍﻟﺼﻐﺭﻯ ﻟﺫﺭﺍﻉ ﺍﻟﺘﻭﺼﻴل( ﺘﺤﺴﺏ ﻤﻥ‬
‫ﺍﻟﻤﺭﻥ ]‪ [3‬ﺘﻨﺘﺞ ﺜﻼﺜﺔ ﻤﻌﺎﺩﻻﺕ ﻟﻠﻌﺯﻭﻡ ﺒﺩﻻﻟﺔ‬ ‫ﺍﻟﻤﻌﺎﺩﻟﺔ ‪-:‬‬
‫ﺍﻟﻘﻭﻯ ﺍﻟﻤﺴﻠﻁﺔ ﻋﻠﻰ ﺍﻟﻌﺘﺒﺔ )‪ (FYi‬ﻭﺒﺤﻠﻬﺎ ﺁﻨﻴﹰﺎ‬
‫‪f I = (M1 + M P + M g )∗ A‬‬
‫ﻭﻤﻥ ﺜﻡ ﺍﺠﺭﺍﺀ ﻤﻭﺍﺯﻨﺔ ﻟﻜل ﻤﻘﻁﻊ ﻤﻥ ﺍﻟﻌﺘﺒﺔ‬
‫)‪---(2‬‬
‫ﻴﺘﻡ ﺍﺤﺘﺴﺎﺏ ﺭﺩﻭﺩ ﺍﻻﻓﻌـﺎل ﻋﻨـﺩ ﻜﺭﺍﺴـﻲ‬
‫ﺍﻟﺘﺤﻤﻴل ﺍﻟﺭﺌﻴﺴﻴﺔ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‪ .‬ﻟﻘﺩ ﺘﻡ ﺒﻨﺎﺀ‬ ‫‪ : M1‬ﺍﻟﻜﺘﻠﺔ ﺍﻟﻤﻜﺎﻓﺌﺔ ﻟﻠﻨﻬﺎﻴﺔ ﺍﻟﺼﻐﺭﻯ ﻟﺫﺭﺍﻉ‬
‫ﺒﺭﻨﺎﻤﺞ ﺤﺎﺴﻭﺒﻲ ﻟﺤﺴﺎﺏ ﺭﺩﻭﺩ ﺍﻻﻓﻌﺎل ﻋﻨـﺩ‬ ‫ﺍﻟﺘﻭﺼﻴل ﻭﻏﺎﻟﺒﹰﺎ ﻤﺎ ﺘﺅﺨﺫ ﺍﻟﺜﻠﺙ ﻤﻥ ﻜﺘﻠـﺔ‬
‫ﻜﺭﺍﺴﻲ ﺍﻟﺘﺤﻤﻴل ﺍﻟﺭﺌﻴﺴﻴﺔ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ﻤﻥ‬ ‫ﺫﺭﺍﻉ ﺍﻟﺘﻭﺼﻴل‪.‬‬
‫ﻨــﻭﻉ )‪ (Line Type‬ﻭﻷﻱ ﻋــﺩﺩ ﻤــﻥ‬ ‫ﺍﻤﺎ ﻀﻐﻁ ﺍﻟﻐﺎﺯ ﻓﻲ ﺍﻻﺴﻁﻭﺍﻨﺔ ‪ PG‬ﻓﻴﻭﻟﺩ ﻗﻭﺓ‬
‫ﺍﻻﺴﻁﻭﺍﻨﺎﺕ ﻟﻠﻤﺤﺭﻙ ﻭﺒﺄﺘﺠﺎﻩ ‪ X‬ﻭ ‪. Y‬‬ ‫‪ FG‬ﻤﻁﺒﻘﺔ ﻋﻠﻰ ﺍﻟﻤﻜﺒﺱ ﻭﺍﻟﺘﻲ ﺘﺤﺴـﺏ‬
‫ﺒﺎﻟﻤﻌﺎﺩﻟﺔ ‪-:‬‬
‫• ﺤﺴﺎﺏ ﻤﻌـﺎﻤﻼﺕ ﺍﻟﺠﺴـﺎﺌﺔ ﻭﺍﻟﺘﺨﻤﻴـﺩ‬ ‫‪FG = (πD / 4)∗ PG‬‬
‫‪2‬‬
‫)‪---(3‬‬
‫ﻟﻠﺭﻜﺎﺌﺯ‬
‫ﺍﻥ ﺭﻜﺎﺌﺯ ﻋﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ﺘﺘﻌﺭﺽ ﺍﻟـﻰ‬ ‫ﻭﺒﺎﻻﻤﻜﺎﻥ ﺍﻴﺠـﺎﺩ ﺍﻟﻘـﻭﺓ )‪ (F1‬ﺒﺎﻟﻤﻌﺎﺩﻟـﺔ‬
‫ﺤﻤل ﺩﻴﻨﺎﻤﻴﻜﻲ ﻤﺘﻐﻴﺭ ﻓﻲ ﺍﻟﻘﻴﻤﺔ ﻭﺍﻻﺘﺠﺎﻩ ﻋﻨﺩ‬
‫ﺍﻟﺘﺎﻟﻴﺔ‪-:‬‬
‫ﺃﻱ ﻓﺘﺭﺓ ﺯﻤﻨﻴﺔ ﺤﻴﺙ ﺍﻥ ﺍﻟﻀﻐﻁ ﺍﻟﻤﺘﻭﻟﺩ ﻓـﻲ‬
‫ﻜﺭﺴﻲ ﺍﻟﺘﺤﻤﻴل ﻨﺎﺘﺞ ﻋـﻥ ﺘـﺄﺜﻴﺭ ﺍﻨﺤﺼـﺎﺭ‬ ‫‪F1 = (FG − f I ) ∗ sec φ‬‬ ‫)‪---(4‬‬
‫ﺍﻟﻤﺎﺌﻊ ﻓﻲ ﻤﺠﺎل ﻤﺘﻘﺎﺭﺏ ﻭ ﺘﺄﺜﻴﺭ ﺍﻻﻨﻀـﻐﺎﻁ‬
‫ﺍﻟﻘﻁﺭﻱ ﻭ ﺘﺄﺜﻴﺭ ﺍﻟﺘﺩﻭﻴﻡ ﻟﻬـﺫﺍ ﻓـﺄﻥ ﺍﻟﺤﻤـل‬ ‫ﻭﺍﻟﻘﻭﺓ )‪ (F2‬ﺍﻟﺘﻲ ﺘﻤﺜل ﻗﻭﺓ ﺍﻟﻁﺭﺩ ﺍﻟﻤﺭﻜـﺯﻱ‬
‫ﺍﻟﺨﺎﺭﺠﻲ ﻋﻠﻰ ﻜﺭﺴﻲ ﺍﻟﺘﺤﻤﻴل ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬ ‫ﻟﻜﺘﻠﺔ ﺍﻟﻨﻬﺎﻴﺔ ﺍﻟﻜﺒﺭﻯ ﻟﺫﺭﺍﻉ ﺍﻟﺘﻭﺼـﻴل )‪(M2‬‬
‫ﺘﺘﻡ ﻤﻭﺍﺯﻨﺘﻪ ﻤﻊ ﺍﻟﻘـﻭﻯ ﺍﻟﻬﺎﻴﺩﺭﻭﺩﻴﻨﺎﻤﻴﻜﻴـﺔ‬ ‫)ﺍﻟﺘﻲ ﻏﺎﻟﺒﹰﺎ ﻤﺎ ﺘﺅﺨﺫ ﺜﻠﺜﻴﻥ ﻤـﻥ ﻜﺘﻠـﺔ ﺫﺭﺍﻉ‬
‫ﺍﻟﺩﺍﺨﻠﻴﺔ ﺍﻟﻤﺘﻭﻟﺩﺓ ﻓﻲ ﻁﺒﻘـﺔ ﺍﻟﺯﻴـﺕ ﺩﺍﺨـل‬ ‫ﺍﻟﺘﻭﺼﻴل( ﻭﺘﺤﺴﺏ ﺒﺎﻟﻤﻌﺎﺩﻟﺔ ﺍﻟﺘﺎﻟﻴﺔ ‪-:‬‬
‫ﺍﻟﺭﻜﻴﺯﺓ ﺤﻴﺙ ﻴﺘﻡ ﺍﻟﺘﻌﺒﻴـﺭ ﻋﻨﻬـﺎ ﺒﻤﻌـﺎﻤﻠﻲ‬
‫ﺠﺴﺎﺌﺔ ﺒﺎﺘﺠـﺎﻫﻲ )‪(Kxx & KYY) (X&Y‬‬ ‫‪F2 = M 2 Rω2‬‬ ‫)‪---(5‬‬
‫ﻭﻤﻌﺎﻤﻠﻲ ﺘﺨﻤﻴﺩ )‪. (DXX & DYY‬‬
‫ﻭﻜﻤﺤﺼﻠﺔ ﻟﻠﻘﻭﻯ ﺍﻟﻤﺒﻴﻨﺔ ﺍﻋﻼﻩ ﺍﻟﻤﺅﺜﺭﺓ ﻋﻠﻰ‬
‫ﺘﺒﺩﺃ ﻋﻤﻠﻴﺔ ﺍﻟﺘﺤﻠﻴل ]‪ [7‬ﺒﺤل ﻤﻌﺎﺩﻟﺔ ﺭﻴﻨﻭﻟـﺩ‬
‫ﻨﻬﺎﻴﺔ ﺫﺭﺍﻉ ﺍﻟﻤﺭﻓـﻕ )‪ (F1&F2‬ﻭﺒﺎﺘﺠـﺎﻫﻲ‬
‫ﻼ ﻋﺩﺩﻴﹰﺎ ﻟﻠﺤﺼﻭل ﻋﻠـﻰ ﻤﻌﺎﺩﻟـﺔ ﺘﻭﺯﻴـﻊ‬ ‫ﺤﹰ‬
‫ﺍﻟﻀﻐﻁ ﻟﻠﺯﻴﺕ ﺩﺍﺨل ﻜﺭﺴﻲ ﺍﻟﺘﺤﻤﻴل‬ ‫)‪ (X&Y‬ﺘﺤﺼل ﻋﻠﻴﻬﺎ ﻤﻥ ‪-:‬‬

‫⎤ ‪∂ ⎡ 3 ∂P ⎤ ∂ ⎡ 3 ∂P‬‬
‫= ⎥ ⋅ ‪h ⋅ ⎥ + ⎢h‬‬
‫⎣⎢ ‪∂x‬‬ ‫⎣ ‪∂x ⎦ ∂z‬‬ ‫⎦ ‪∂z‬‬ ‫⎫ ‪FX = F2 sin θ + F1 sin φ‬‬
‫⎬‬ ‫)‪---(6‬‬
‫‪⎛ U + U J ⎞ ∂h‬‬ ‫‪∂h‬‬ ‫⎭‪FY = F1 cos φ − F2 cos θ‬‬
‫‪6η⎜ B‬‬ ‫‪⎟ + 12η‬‬
‫⎝‬ ‫‪2‬‬ ‫‪⎠ ∂x‬‬ ‫‪∂t‬‬
 ‫ﺘﺨﻤﻴﻥ ﻀﻐﻁ ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ‬ ‫ﻤﺠﻠﺔ ﺍﻟﻬﻨﺩﺴﺔ ﻭﺍﻟﺘﻜﻨﻭﻟﻭﺠﻴﺎ‪ ،‬ﺍﻟﻤﺠﻠﺩ‪ ، 26‬ﺍﻟﻌﺩﺩ‪2008،3‬‬
‫ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟﺩﺍﺨﻠﻲ ﺍﻵﻨﻲ ﺒﺎﺴﺘﺨﺩﺍﻡ‬
‫ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯﺍﺕ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬

‫• ﺍﻴﺠﺎﺩ ﺍﻻﺴـﺘﺠﺎﺒﺔ ﺍﻟﺩﻴﻨﺎﻤﻴﻜﻴـﺔ ﻟﻌﻤـﻭﺩ‬ ‫ﻭﻤﻥ ﺜﻡ ﺍﻴﺠـﺎﺩ ﻗﻴﻤـﺔ ﻤﺭﻜﺒﺘـﻲ ﺍﻟﻘـﻭﺘﻴﻥ‬

‫ﺍﻟﻤﺭﻓﻕ‬ ‫ﺍﻟﻬﺎﻴﺩﺭﻭﺩﻴﻨﺎﻤﻴﻜﻴﺘﻴﻥ ﺒﺎﺘﺠﺎﻫﻴﻥ ﺍﻻﻭﻟﻰ ﻗﻁﺭﻴـﺔ‬
‫ﺘﻡ ﺒﻨﺎﺀ ﺍﻨﻤﻭﺫﺝ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ﺒﺎﺒﻌـﺎﺩﻩ‬ ‫ـل‬
‫ـﺎﺕ ﺍﻟﺤﻤـ‬ ‫ـﻭﻉ ﻤﺭﻜﺒـ‬ ‫ـﻲ ﻤﺠﻤـ‬‫)‪ (WR‬ﻭﻫـ‬
‫ـﻔﻭﻓﺎﺕ‬
‫ـﺔ ﺍﻟﻤﺼـ‬ ‫ـﺘﺨﺩﺍﻡ ﻁﺭﻴﻘـ‬‫ـﺔ ﻭﺒﺎﺴـ‬ ‫ﺍﻟﺜﻼﺜـ‬ ‫ﺍﻟﻤﻭﺍﺯﻴﺔ ﻟﺨﻁ ﺍﻟﻤﺭﺍﻜﺯ ﻭﺍﻟﺜﺎﻨﻴﺔ )‪ (WT‬ﻭﻫـﻲ‬
‫ﺍﻻﻨﺘﻘﺎﻟﻴﺔ ]‪) [1‬ﻜﻤﺎ ﺍﻟﻤﺒﻴﻥ ﻓﻲ ﺍﻟﺸـﻜل )‪( (4‬‬ ‫ﻤﺠﻤﻭﻉ ﻤﺭﻜﺒﺎﺕ ﺍﻟﺤﻤل ﺍﻟﻌﻤﻭﺩﻴﺔ ﻋﻠﻰ ﺨـﻁ‬
‫ﺍﻟﻤﻌﺘﻤﺩﺓ ﻓﻲ ﻫﺫﺍ ﺍﻟﺘﺤﻠﻴل ﻭﺍﻟﺘﻲ ﺘﻘـﻭﻡ ﻋﻠـﻰ‬ ‫ﺍﻟﻤﺭﺍﻜﺯ ﻤﻥ ﺨﻼل ﺍﻟﻌﻼﻗﺔ ﺍﻟﺘﺎﻟﻴﺔ ‪-:‬‬
‫ﺍﺴﺎﺱ ﺘﻘﺴﻴﻡ ﺍﻟﻨﻅﺎﻡ ﺍﻟﻰ ﻜﺘل ﻤﻨﺘﻅﻤﺔ ﻭﺍﻟﺘـﻲ‬ ‫‪1‬‬
‫‪2 1‬‬
‫ﺘﻤﺘﻠﻙ ﺨﻭﺍﺹ ﻋﺯﻡ ﺍﻟﻘﺼﻭﺭ ﺍﻟﺫﺍﺘﻲ ﻟﻠﻤﻘـﺎﻁﻊ‬ ‫‪WR = 2π ∫ ∫ − P cos φdxdz‬‬ ‫)‪---(7‬‬
‫ﺍﻟﻤﻜﺎﻓﺌﺔ ﻟﻬﺎ ﻓﻲ ﻋﻤـﻭﺩ ﺍﻟﻤﺭﻓـﻕ ‪ ،‬ﻤﺘﺼـﻠﺔ‬ ‫‪−1 0‬‬
‫‪2‬‬
‫ﺒﻌﺘﺒﺎﺕ ﻤﻬﻤﻠﺔ ﺍﻟﻭﺯﻥ ﻭﺫﺍﺕ ﻤﺴـﺎﺤﺔ ﻤﻘﻁـﻊ‬ ‫‪1‬‬
‫‪2 1‬‬
‫ﻤﺘﺴﺎﻭﻴﺔ ﻟﻠﻌﺘﺒﺔ ﺍﻟﻭﺍﺤﺩﺓ ﻭﺴﻠﻭﻙ ﺘﻠﻙ ﺍﻟﻌﺘﺒـﺎﺕ‬ ‫‪WT = 2π ∫ ∫ P sin φdxdz‬‬ ‫)‪---(8‬‬
‫ﺘﺒﻨﻰ ﻭﻓﻕ ﺼﻴﻐﺔ ﺍﻨﺤﻨﺎﺀ ﺍﻭﻴﻠﺭ ﻭﻗﻭﻯ ﻗـﺹ‬ ‫‪−1 0‬‬
‫‪2‬‬

‫ﺘﻴﻤﻭﺸﻨﻜﻭ )‪ (Timoshenko‬ﺤﻴﺙ ﺘﻌﺒﺭ ﻋﻥ‬ ‫ﻭﺒﺎﻟﺘﺎﻟﻲ ﻓﺄﻥ ﺍﻻﺘـﺯﺍﻥ ﻤـﺎﺒﻴﻥ ﺍﻟﻘـﻭﻯ‬

‫ﻤﻘﺎﻁﻊ ﺍﻟﻨﻅﺎﻡ ﻤﻥ ﺨﻼل ﻤﺼـﻔﻭﻓﺔ ﺍﻟﻤﺠـﺎل‬
‫ـﺔ‬
‫ـﺎ ﻋﻼﻗـ‬ ‫ـﻲ ﻟﻬـ‬‫)‪ [F] (Field Matrix‬ﺍﻟﺘـ‬
‫ﺒﻤﺘﺠﻬـﺎﺕ ﺍﻟﺤﺎﻟـﺔ )‪ (State Vector‬ﻋﻨـﺩ‬
‫ﻨﻬﺎﻴﺎﺕ ﺃﻱ ﻤﻘﻁﻊ ﻤﻥ ﺍﻟﻨﻅﺎﻡ ‪ ،‬ﻜـل ﻤﺤﻁـﺔ‬
‫ﺒﺎﻟﻤﻨﻅﻭﻤﺔ ﺘﻤﺘﻠﻙ ﻤﺼـﻔﻭﻓﺔ ﻨﻘﻁـﺔ ) ‪Point‬‬
‫‪ [P] (Matrix‬ﻭﺍﻟﺘﻲ ﻟﻬﺎ ﻋﻼﻗـﺔ ﺒﻤﺘﺠﻬـﺎﺕ‬
‫ﺍﻟﺤﺎﻟﺔ ﻋﻨﺩ ﻴﻤﻴﻥ ﻭﻴﺴﺎﺭ ﺃﻱ ﻤﺤﻁـﺔ ﻭﻜﻤـﺎ‬
‫ﻤﻭﻀﺢ ﻓﻲ ﺍﻟﺸﻜل )‪. (5‬‬
‫ﻤﺼﻔﻭﻓﺔ ﺍﻟﻨﻘﻁﺔ )ﻤﺼﻔﻭﻓﺔ ﻋﻨﺼﺭ ﺍﻟﻜﺘﻠـﺔ(‬
‫)‪(Point Matrix‬‬
‫ﺒﺼﻭﺭﺓ ﻋﺎﻤﺔ ﺘﻭﺠﺩ ﺨﻤﺴﺔ ﺤﺎﻻﺕ ﻤـﻥ‬
‫ﻤﺼﻔﻭﻓﺔ ﺍﻟﻨﻘﻁﺔ ﺍﻟﻤﺄﺨﻭﺫﺓ ﺒﻨﻅﺭ ﺍﻻﻋﺘﺒﺎﺭ ﻓﻲ‬
‫ﺍﻟﺒﺤﺙ ﺍﻟﺤﺎﻟﻲ ‪ ،‬ﺍﻥ ﻫﺫﻩ ﺍﻟﺤﺎﻻﺕ ﺘﻐﻁﻲ ﺠﻤﻴﻊ‬
‫ﺍﻻﻤﻜﺎﻨﻴﺎﺕ ﺍﻟﻤﺘﺭﺘﺒﺔ ﻋﻨﺩ ﺃﻱ ﻤﺤﻁـﺔ ﻋﻠـﻰ‬
‫ﻁﻭل ﻋﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ]‪ [6‬ﻭﻫﺫﻩ ﺍﻟﺤﺎﻻﺕ ‪-:‬‬
‫ﻜﺘﻠﺔ ﻤﺠﻤﻌﺔ )‪(Lumped Masses‬‬
‫ﻤﻭﺍﻗﻊ ﻜﺭﺍﺴﻲ ﺍﻟﺘﺤﻤﻴل ﺍﻟﺭﺌﻴﺴﻴﺔ ) ‪Main‬‬
‫‪(Bearing‬‬
‫ﻤﻭﺍﻗﻊ ﻜﺭﺍﺴﻲ ﺍﻟﺘﺤﻤﻴل ﻟﻠﻨﻬﺎﻴـﺔ ﺍﻟﻜﺒـﺭﻯ‬ ‫•‬
‫ﻟﺫﺭﺍﻉ ﺍﻟﺘﻭﺼﻴل )‪(Big-end Bearing‬‬
‫ﺍﻟﺩﻭﻻﺏ ﺍﻟﻁﻴﺎﺭ ﻭﺍﻟﺒﻜﺭﺓ ) & ‪Flywheel‬‬
‫‪(Pulley‬‬
‫ﻤﻭﺍﻗﻊ ﺍﻟﺘﻔﺭﻉ ﻟﻜﺘل ﺍﻻﺘـﺯﺍﻥ ) ‪Counter‬‬
‫‪(Weight‬‬
‫ﻭﻓﻴﻤﺎ ﻴﻠﻲ ﺍﺴﺘﻌﺭﺍﺽ ﻤﺨﺘﺼﺭ ﻟﻜل ﺤﺎﻟﺔ ﻤﻥ‬
‫ﺍﻟﺤﺎﻻﺕ ﺍﻟﻤﺫﻜﻭﺭﺓ ﺍﻋﻼﻩ ‪-:‬‬
‫ﺍﻟﺩﻴﻨﺎﻤﻴﻜﻴﺔ ﺍﻟﻤﺴﻠﻁﺔ ﻭﺍﻟﻘﻭﻯ ﺍﻟﻬﻴﺩﺭﻭﺩﻴﻨﺎﻤﻴﻜﻴﺔ‬
‫ﺍﻟﻤﻌﺎﻜﺴﺔ ﻟﻬﺎ ﻴﻘﻭﺩ ﺍﻟﻰ ﺍﻥ ‪:‬‬
‫⎪⎫ ‪FR = − WR‬‬
‫⎬‬ ‫)‪---(9‬‬
‫⎭⎪ ‪FT = WT‬‬
‫ﻭﺒﻜﺘﺎﺒﺔ ﻤﻌﺎﺩﻟﺘﻲ ﺍﻟﻘﻭﻯ ﺍﻟﻘﻁﺭﻴﺔ ﻭﺍﻟﻤﻤﺎﺴـﻴﺔ‬
‫ﻭﺒﺎﻻﺘﺠﺎﻫﻴﻥ ‪ X‬ﻭ ‪ Y‬ﻴﻨﺘﺞ ﻤﺎ ﻴﻠﻲ ‪-:‬‬
‫⎪⎫‪FX = FR sin β + FT cos β‬‬
‫⎬‬ ‫)‪---(10‬‬
‫⎭⎪ ‪FY = FR cos β − FT sin β‬‬
‫ﻭﺒﺎﻟﻌﻭﺩﺓ ﺍﻟﻰ ﺍﻟﺸﻜل )‪ (3‬ﻓﺄﻨﻪ ﻴﻤﻜـﻥ ﻜﺘﺎﺒـﺔ‬
‫ﻤﺎﻴﻠﻲ ‪-:‬‬
‫⎫ ‪x = cε sin β‬‬
‫⎬‬ ‫)‪---(11‬‬
‫⎭‪y = cε cos β‬‬
‫•‬
‫•‬
‫ﻭﺒﺘﻔﺎﻀل ﺍﻟﻤﻌـﺎﺩﻻﺕ )‪ (10‬ﻭ )‪ (11‬ﻴﻤﻜـﻥ‬
‫ﺍﻟﺘﻭﺼل ﺍﻟﻰ ﻗﻴﻡ ﻤﻌﺎﻤﻼﺕ ﺍﻟﺠﺴﺎﺌﺔ ﻭﺍﻟﺘﺨﻤﻴـﺩ‬
‫ﺒﻌﺩ ﺤﺴﺎﺏ ﻗﻴﻡ ﺍﻟﺴﺭﻉ ﺍﻻﻨﻀﻐﺎﻁﻴﺔ ﻭﺍﻟﻘﻁﺭﻴﺔ‬
‫ﻭﺍﻟﺘﺩﻭﻴﻤﻴـﺔ ﺒﺎﺴـﺘﺨﺩﺍﻡ ﻁﺭﻴﻘـﺔ ) – ‪Euler‬‬
‫•‬ ‫‪(Cauchy Time Marching Scheme‬‬
‫]‪ [7‬ﻭﻟﻼﻁﻼﻉ ﻋﻠﻰ ﺍﻟﺼﻴﻐﺔ ﺍﻟﻨﻬﺎﺌﻴﺔ ﻟﻤﻌﺎﺩﻻﺕ‬
‫•‬ ‫ﺤﺴﺎﺏ ﻤﻌﺎﻤﻼﺕ ﺍﻟﺠﺴﺎﺌﺔ ﻭﺍﻟﺘﺨﻤﻴﺩ ﺍﻟﺭﺠـﻭﻉ‬
‫ﺍﻟﻰ ﺍﻟﻤﻠﺤﻕ )‪ (B‬ﻭﻗﺩ ﺘﻡ ﺘﻁﻭﻴﺭ ﺒﺭﻨﺎﻤﺞ ﺒﻠﻐﺔ‬
‫ﺍﻟﻔــﻭﺭﺘﺭﺍﻥ ﻴﻘــﻭﻡ ﺒﺤﺴــﺎﺏ ﺍﻟﻤﻌــﺎﻤﻼﺕ‬
‫ﺍﻟﻬﻴﺩﺭﻭﺩﻴﻨﺎﻤﻴﻜﻴﺔ ﻟﻜﺭﺴﻲ ﺍﻟﺘﺤﻤﻴل ﺒﺎﻻﻀـﺎﻓﺔ‬
‫ﺍﻟﻰ ﺍﻟﺴﺭﻉ ﺍﻻﻨﻀﻐﺎﻁﻴﺔ ﻭﺍﻟﻘﻁﺭﻴﺔ ﻭﺍﻟﺘﺩﻭﻴﻤﻴﺔ‬
‫ﻭﻗﻴﻡ ﺍﻟﻼﺘﻤﺭﻜﺯ ﻋﻨﺩ ﺯﻭﺍﻴﺎ ﺘـﺩﻭﻴﺭ ﻤﺨﺘﻠﻔـﺔ‬
‫ﻭﻟﻘﻭﻯ ﺩﻴﻨﺎﻤﻴﻜﻴﺔ ﻭﺭﻜﺎﺌﺯ ﻤﺨﺘﻠﻔﺔ ‪.‬‬
 ‫ﺘﺨﻤﻴﻥ ﻀﻐﻁ ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ‬
‫ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟﺩﺍﺨﻠﻲ ﺍﻵﻨﻲ ﺒﺎﺴﺘﺨﺩﺍﻡ‬
‫ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯﺍﺕ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬
‫ﺘﺴﺎﻭﻱ ﺍﻟﺤﻤل ﺍﻟﺩﻴﻨﺎﻤﻴﻜﻲ ﻭﻗـﻴﻡ )‪(a1 & a2‬‬
‫ﻜﻤﺎ ﻴﻠﻲ ‪:‬‬
‫= ‪a1‬‬
‫‪[K‬‬ ‫] ‪+ jΩD XX‬‬
‫‪XX‬‬
‫‪(m r Ω − K XX ) − jΩD XX‬‬
‫‪2‬‬
‫= ‪a2‬‬
‫‪[K‬‬ ‫] ‪+ jΩD YY‬‬
‫‪YY‬‬
‫‪(m r Ω − K YY ) − jΩD YY‬‬
‫‪2‬‬
‫‪ -‬ﺍﻟﺤﺎﻟﺔ ﺍﻟﺭﺍﺒﻌﺔ )ﺍﻟﺩﻭﻻﺏ ﺍﻟﻁﻴﺎﺭ ﻭﺍﻟﺒﻜـﺭﺓ(‬
‫ﻋﻨﺩ ﺍﻟﻤﺤﻁﺔ )‪(i‬‬
‫ﻻ ﺘﺨﺘﻠﻑ ﻜﺜﻴﺭﹰﺍ ﻫﺫﻩ ﺍﻟﺤﺎﻟﺔ ﻓﻲ ﺍﻟﺘﺤﻠﻴـل‬
‫ﻋﻥ ﺍﻟﺤﺎﻟﺔ ﺍﻻﻭﻟﻰ ﻤﻥ ﺤﻴﺙ ﺍﻋﺘﻤﺎﺩ ﺍﻻﺯﺍﺤـﺔ‬
‫ﻭﺍﻟﻤﻴل ﻭﻗﻭﻯ ﺍﻟﻘﺹ ﻭﺍﻟﻌـﺯﻡ ﻋﻠـﻰ ﻴﻤـﻴﻥ‬
‫ﻭﻴﺴﺎﺭ ﺍﻟﺩﻭﻻﺏ ﺍﻟﻁﻴﺎﺭ ﺍﻭ ﺍﻟﺒﻜﺭﺓ ﺍﻀﺎﻓﺔ ﺍﻟﻰ‬
‫ﺍﻥ ﺍﻟﺘﺄﺜﻴﺭ ﺍﻟﺠﺎﻴﺭﻭﺴﻜﻭﺒﻲ ﻴﺠﻌل ﻤـﻥ ﻋـﺯﻡ‬
‫ﺍﻻﻨﺤﻨﺎﺀ ﻟﻴﺴﺎﺭ ﻭﻴﻤﻴﻥ ﺍﻟﻤﺤﻁﺔ )‪ (i‬ﻴﻜﻭﻥ ﻏﻴﺭ‬
‫ﻤﺴﺘﻤﺭﹰﺍ ﻭﻜﻤﺎ ﻤﻭﻀﺢ ﻓﻲ ﻤﺼـﻔﻭﻓﺔ ﺍﻟﻨﻘﻁـﺔ‬
‫ﺍﻟﻤﻭﻀﺤﺔ ﻓﻲ ﺍﻟﺸﻜل )‪. (6‬‬
‫‪ -‬ﺍﻟﺤﺎﻟﺔ ﺍﻟﺨﺎﻤﺴﺔ )ﻤﻭﻗـﻊ ﺍﻟﺘﻔـﺭﻉ ﻟﻜﺘـل‬
‫ﺍﻻﺘﺯﺍﻥ( ﻋﻨﺩ ﺍﻟﻤﺤﻁﺔ )‪(i‬‬
‫ﻓﻲ ﻫﺫﻩ ﺍﻟﺤﺎﻟﺔ ﻴـﺘﻡ ﺍﺨﺘـﺯﺍل ﻋﻨﺎﺼـﺭ‬
‫ﻤﺼﻔﻭﻓﺔ ﺍﻟﻔﺭﻉ ﺍﻟﻰ ﻤﺼﻔﻭﻓﺔ ﻓﺭﺩﻴـﺔ ﺘﺄﺨـﺫ‬
‫ﺒﻨﻅﺭ ﺍﻻﻋﺘﺒﺎﺭ ﺘﺄﺜﻴﺭ ﺍﻟﻌﺯﻡ ﺍﻟﺠﺎﻴﺭﻭﺴـﻜﻭﺒﻲ‬
‫ﺒﺎﻻﻀﺎﻓﺔ ﺍﻟﻰ ﺘﺄﺜﻴﺭ ﺍﻟﻌﺯﻭﻡ ﻭﻗـﻭﻯ ﺍﻟﻘـﺹ‬
‫ﺍﻟﺩﺍﺨﻠﻴﺔ ﻋﻠﻰ ﻤﺼﻔﻭﻓﺔ ﺍﻟﻨﻘﻁﺔ ﻓـﻲ ﺍﻟﻨﻅـﺎﻡ‬
‫ﺍﻟﺭﺌﻴﺴﻲ ‪.‬‬
‫ﻴﺘﻡ ﺍﻟﺤﺼﻭل ﻋﻠﻰ ﻤﺼﻔﻭﻓﺔ ﺍﻟﻨﻘﻁﺔ ﻟﻨﻅﺎﻡ‬
‫ﺍﻟﻔﺭﻉ ﻓﻘﻁ ﺒﺎﺠﺭﺍﺀ ﻋﻤﻠﻴﺔ ﺍﻟﻀﺭﺏ ﺍﻟﻤﺴـﺘﻤﺭ‬
‫ﻟﻤﺼﻔﻭﻓﺎﺕ ﺍﻟﻨﻘﻁﺔ ﻭﺍﻟﻤﺠﺎل ﻟﻨﻅـﺎﻡ ﺍﻟﻔـﺭﻉ‬
‫ﻭﺘﻤﺜل ﺍﻟﻤﺼﻔﻭﻓﺔ ﺍﻟﻨﺎﺘﺠﺔ ﻤﻥ ﻋﻤﻠﻴﺔ ﺍﻟﻀﺭﺏ‬
‫ﺍﻟﻌﻼﻗﺔ ﺒﻴﻥ ﺍﻟﻨﻬﺎﻴﺔ ﺍﻟﺤﺭﺓ ﻟﻠﻔـﺭﻉ ﻭﺍﻟﻨﻬﺎﻴـﺔ‬
‫ﺍﻟﻤﺜﺒﺘﺔ ﺒﺎﻟﻨﻅﺎﻡ ﺍﻟﺭﺌﻴﺴﻲ ﻭﻜﻤﺎ ﻤﻭﻀـﺢ ﻓـﻲ‬
‫ﺍﻟﺸﻜل )‪. (10‬‬
‫‪K‬‬ ‫‪O‬‬
‫⎤ ‪⎡Q‬‬ ‫‪⎡ U VV‬‬ ‫‪U VP‬‬ ‫⎤ ‪UV‬‬
‫‪⎢R ⎥ = ⎢ U‬‬ ‫‪U PP‬‬ ‫⎥⎥ ‪U P‬‬
‫⎥ ⎢‬ ‫‪⎢ PV‬‬ ‫⎥ ⎢‬
‫⎦⎥ ‪⎢⎣ 1‬‬ ‫‪⎢⎣ 0‬‬ ‫‪0‬‬ ‫⎦⎥ ‪1‬‬
‫} ‪Q = {Z, X , Y , φ Z , φ X , φ Y‬‬
‫} ‪R = {VZ , VX , VY , M Z , M X , M Y‬‬
‫ﻭﺒﻌﺩ ﺘﻌﻭﻴﺽ ﺍﻟﺸﺭﻁ ﺍﻟﺤـﺩﻱ )‪(R=0‬‬
‫)ﺃﻱ ﻗﻴﻡ ﻗﻭﻯ ﺍﻟﻘﺹ ﻭ ﺍﻟﻌﺯﻭﻡ ﺘﺴﺎﻭﻱ ﺼﻔﺭﹰﺍ‬
‫ﻤﺠﻠﺔ ﺍﻟﻬﻨﺩﺴﺔ ﻭﺍﻟﺘﻜﻨﻭﻟﻭﺠﻴﺎ‪ ،‬ﺍﻟﻤﺠﻠﺩ‪ ، 26‬ﺍﻟﻌﺩﺩ‪2008،3‬‬
‫‪ -‬ﺍﻟﺤﺎﻟﺔ ﺍﻻﻭﻟﻰ )ﻋﻨﺼﺭ ﻜﺘﻠﺔ ﻤﺠﻤﻌﺔ( ﻋﻨـﺩ‬
‫ﺍﻟﻤﺤﻁﺔ )‪(i‬‬
‫ﻴﻤﺜل ﺍﻟﺸﻜل )‪ (5‬ﻤﺨﻁﻁ ﻟﻜﺘﻠﺔ ﻨﻘﻁﻴـﺔ ﻤﺒﻴﻨـﹰﺎ‬
‫ﻋﻠﻴﻬﺎ ﺍﻟﻌﺯﻭﻡ ﻭﺍﻟﻘﻭﻯ ﺍﻟﻤﺅﺜﺭﺓ ﻋﻠـﻰ ﻴﻤﻴﻨﻬـﺎ‬
‫ﻭﻴﺴﺎﺭﻫﺎ ﻋﻨﺩ ﺍﻟﻤﺤﻁﺔ )‪ (i‬ﻭﻤﻥ ﺍﻟﺸﻜل ﻨﺠـﺩ‬
‫ـﻲ‬‫ـﺔ )‪ (mi‬ﻓـ‬
‫ـﺯﺍﻥ ﻟﻠﻜﺘﻠـ‬‫ـﺎﺩﻻﺕ ﺍﻻﺘـ‬ ‫ﺍﻥ ﻤﻌـ‬
‫ﺍﻟﻤﺴﺘﻭﻴﻴﻥ )‪ (xz‬ﻭ )‪ (yz‬ﻋﻠـﻰ ﻓـﺭﺽ ﺍﻥ‬
‫ﺍﻟﺤﺩﻭﺩ ﺘﻜﻭﻥ ﻤﻭﺠﺒـﺔ ﻴﻤـﻴﻥ ﺍﻟﻤﺤﻁـﺔ )‪(i‬‬
‫ﻭﺴﺎﻟﺒﺔ ﻴﺴﺎﺭ ﺍﻟﻤﺤﻁـﺔ )‪ (i‬ﺘﻨـﺘﺞ ﻤﺼـﻔﻭﻓﺔ‬
‫ﺍﻟﻨﻘﻁﺔ ﺍﻟﻤﺒﻴﻨﺔ ﻓﻲ ﺍﻟﺸﻜل )‪.(6‬‬
‫‪ -‬ﺍﻟﺤﺎﻟﺔ ﺍﻟﺜﺎﻨﻴﺔ )ﻤﻭﻗـﻊ ﻜﺭﺴـﻲ ﺘﺤﻤﻴـل‬
‫ﺭﺌﻴﺴﻲ( ﻋﻨﺩ ﺍﻟﻤﺤﻁﺔ )‪(i‬‬
‫ﻓﻲ ﻫﺫﻩ ﺍﻟﺤﺎﻟﺔ ﻨﻔﺘﺭﺽ ﺨﻼل ﺍﻟﺘﺤﻠﻴل ﺘﺭﻜﻴﺏ‬
‫ﺴﺎﻨﺩ ﻟﻜﺭﺴﻲ ﺘﺤﻤﻴل ﺫﻭ ﺍﻨﺜﻨﺎﺌﻴـﺔ ﻭﺘﻀـﻤﻨﺕ‬
‫ﺍﻟﺤﺎﻟﺔ ﺘﺄﺜﻴﺭ ﻜل ﻤﻥ ﺍﻟﻌﺯﻡ ﺍﻟﺠﺎﻴﺭﻭﺴـﻜﻭﺒﻲ ‪،‬‬
‫ﺤﻤل ﺍﻟﻨﻘﻁﺔ ‪ ،‬ﺍﻟﺤﻤـل ﺍﻟﺨـﺎﺭﺠﻲ )ﺍﻟﺤﻤـل‬
‫ﺍﻟﺩﻴﻨﺎﻤﻴﻜﻲ( ﻭﺘﺎﺜﻴﺭ ﻗﻭﻯ ﻋﺩﻡ ﺍﻟﻤﻭﺍﺯﻨﺔ ‪ ،‬ﻭﻜﻤﺎ‬
‫ﻤﻭﻀﺢ ﻓﻲ ﺍﻟﺸﻜل )‪ (7‬ﻤﻌـﺎﻤﻼﺕ ﺍﻟﻤﺭﻭﻨـﺔ‬
‫ﻭﺍﻟﺘﺨﻤﻴﺩ ﻟﻜل ﻤﻥ ﻜﺭﺴﻲ ﺍﻟﺘﺤﻤﻴل ﻭﺍﻟﺘﺭﻜﻴـﺏ‬
‫ﺍﻟﺴﺎﻨﺩ ﺒﺎﺘﺠﺎﻩ ﺍﻟﻤﺤﺎﻭﺭ )‪ (X&Y‬ﻭﻤـﻥ ﻫـﺫﺍ‬
‫ﺍﻟﺸﻜل ﻭﺒﺘﺒﻨﻲ ﻤﻌﺎﺩﻻﺕ ﺍﻻﺘﺯﺍﻥ ﻟﻠﻜﺘﻠـﺔ )‪(mi‬‬
‫ﻓﻲ ﺍﻻﺘﺠﺎﻫﻴﻥ )‪ (X&Y‬ﻴﻤﻜﻥ ﺍﻟﺘﻭﺼل ﺍﻟـﻰ‬
‫ﻤﺼﻔﻭﻓﺔ ﺍﻟﻨﻘﻁﺔ ﺍﻟﻤﺒﻴﻨﺔ ﻓﻲ ﺍﻟﺸﻜل )‪. (8‬‬
‫ﻓﻲ ﺤﺎﻟﺔ ﻜﻭﻥ ﻜﺭﺴﻲ ﺍﻟﺘﺤﻤﻴل ﺭﺌﻴﺴﻲ ﺘﻜـﻭﻥ‬
‫ﻗﻴﻡ )‪ (FX & FY‬ﺘﺴﺎﻭﻱ ﺼﻔﺭﹰﺍ ﻭﻗﻴﻡ ) & ‪a1‬‬
‫‪ (a2‬ﻜﻤﺎ ﻴﻠﻲ ‪:‬‬
‫= ‪a1‬‬
‫‪[(m‬‬‫‪Px‬‬ ‫]‬
‫] ‪Ω 2 − K X )− jΩD X [K XX + jΩD XX‬‬
‫‪(m‬‬ ‫) ‪Px Ω − K XX − K X ) − jΩ (D XX + D X‬‬
‫‪2‬‬
‫= ‪a2‬‬
‫‪[(m‬‬‫‪Py‬‬ ‫]‬
‫] ‪Ω 2 − K Y )− jΩD Y [K YY + jΩD YY‬‬
‫‪(m‬‬ ‫‪Py‬‬ ‫) ‪Ω − K YY − K Y ) − jΩ(D YY + D Y‬‬
‫‪2‬‬
‫‪ -‬ﺍﻟﺤﺎﻟﺔ ﺍﻟﺜﺎﻟﺜﺔ )ﻤﻭﻗـﻊ ﻜﺭﺴـﻲ ﺘﺤﻤﻴـل‬
‫ﻟﻠﻨﻬﺎﻴﺔ ﺍﻟﻜﺒﺭﻯ ﻟﺫﺭﺍﻉ ﺍﻟﺘﻭﺼـﻴل( ﻋﻨـﺩ‬
‫‪O‬‬
‫ﺍﻟﻤﺤﻁﺔ )‪(i‬‬
‫⎤ ‪⎡Q‬‬ ‫ﻓﻲ ﻫﺫﻩ ﺍﻟﺤﺎﻟﺔ ﺘﻡ ﺍﻻﺨﺫ ﺒﻨﻅﺭ ﺍﻻﻋﺘﺒﺎﺭ‬
‫⎥ ‪⎢R‬‬
‫ﺍﻟﻌﻭﺍﻤل ﺍﻟﺩﻴﻨﺎﻤﻴﻜﻴﺔ ﻟﻁﺒﻘـﺔ ﺍﻟﺯﻴـﺕ ﻭﺤﻤـل‬
‫⎦⎥ ‪⎢⎣ 1‬‬ ‫ﺍﻟﻨﻘﻁﺔ ﻭﺍﻟﺤﻤل ﺍﻟﺨﺎﺭﺠﻲ ﻭﻜﺫﻟﻙ ﺘﺄﺜﻴﺭ ﻗـﻭﻯ‬
‫ﻋﺩﻡ ﺍﻻﺘﺯﺍﻥ ﻜﻤﺎ ﻤﺒـﻴﻥ ﻓـﻲ ﺍﻟﺸـﻜل )‪(9‬‬
‫ﻭﺒﺎﺠﺭﺍﺀ ﺍﻟﻤﻭﺍﺯﻨﺔ ﻟﻠﻜﺘﻠﺔ )‪ (mi‬ﻓﻲ ﺍﻻﺘﺠﺎﻫﻴﻥ‬
‫)‪ (X & Y‬ﺘﻨﺘﺞ ﻤﺼﻔﻭﻓﺔ ﺍﻟﻨﻘﻁﺔ ﺫﺍﺘﻬﺎ ﻓـﻲ‬
‫ﺍﻟﺤﺎﻟﺔ ﺍﻟﺴﺎﺒﻘﺔ ﺴﻭﻯ ﺍﻥ ﻗﻴﻤـﺔ )‪(FX & FY‬‬
 ‫ﺘﺨﻤﻴﻥ ﻀﻐﻁ ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ‬
‫ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟﺩﺍﺨﻠﻲ ﺍﻵﻨﻲ ﺒﺎﺴﺘﺨﺩﺍﻡ‬
‫ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯﺍﺕ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬
‫ﺒﻌﺩ ﺍﺠﺭﺍﺀ ﺍﻟﺘﺤﻠﻴل ﺍﻟﺭﻴﺎﻀـﻲ ﺍﻟﻜﺎﻤـل‬
‫ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ﺍﻟـﺫﻱ ﻴﻤﻜﻨﻨـﺎ ﻤـﻥ ﺍﻴﺠـﺎﺩ‬
‫ﺍﻻﺴﺘﺠﺎﺒﺔ ﺍﻟﺩﻴﻨﺎﻤﻴﺔ ﻟﻠﻌﻤﻭﺩ ﻭﻋﻨﺩ ﻜـل ﻨﻘﻁـﺔ‬
‫ﻋﻠﻰ ﻁﻭل ﺍﻟﻌﻤﻭﺩ ﺘﺘﻀﺢ ﺍﻟﻌﻼﻗﺔ ﺒﻴﻥ ﺍﻟﻀﻐﻁ‬
‫)ﻀــﻐﻁ ﺍﻻﺤﺘــﺭﺍﻕ( ﻭﺍﺴــﺘﺠﺎﺒﺔ ﺍﻟﻌﻤــﻭﺩ‬
‫ﺍﻟﺩﻴﻨﺎﻤﻴﻜﻴﺔ ﻤﻥ ﺤﻴﺙ ﻜﻭﻥ ﺍﻟﻀﻐﻁ ﻤﺼﺩﺭ ﻤﻥ‬
‫ﻤﺼﺎﺩﺭ ﺍﻻﺜﺎﺭﺓ ﺍﻟﺭﺌﻴﺴـﻴﺔ ﻟﻠﻨﻅـﺎﻡ ﺍﺨـﺫﻴﻥ‬
‫ﺒﺎﻟﺤﺴﺒﺎﻥ ﺍﻟﺘﺄﺜﻴﺭﺍﺕ ﺍﻟﻬﻴﺩﺭﻭﺩﻴﻨﺎﻤﻴﻜﻴﺔ ﻟﻁﺒﻘـﺔ‬
‫ﺍﻟﺯﻴﺕ ﻓﻲ ﻜﺭﺍﺴﻲ ﺍﻟﺘﺤﻤﻴـل ﻭﻗـﻭﻯ ﻋـﺩﻡ‬
‫ﺍﻻﺘﺯﺍﻥ ﻭﺍﻟﻘﻭﻯ ﺍﻟﺨﺎﺭﺠﻴﺔ ﺍﻟﻤﺴﻠﻁﺔ ﻋﻠﻰ ﺍﻴـﺔ‬
‫ﻨﻘﻁﺔ ﻤﻥ ﻨﻘﺎﻁ ﺍﻟﻨﻅﺎﻡ )ﻋﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ(‪.‬‬
‫ﻤﺴﺎﻭﻴﺔ ﻟﺠﺴﺎﺌﺔ ﺍﻟﻤﻘﻁﻊ ﺍﻟﺤﻘﻴﻘﻴﺔ ﻭﺫﺍﺕ ﻤﺴﺎﺤﺔ‬
‫ﻭﻻﺴﺒﺎﺏ ﻋﻤﻠﻴﺔ ﻓﺎﻥ ﻗﻴﺎﺱ ﺴﻌﺔ ﺍﻻﻫﺘﺯﺍﺯ ﺘﺘﻡ‬
‫ﻋﻠﻰ ﻨﻘﺎﻁ ﻜﺭﺍﺴﻲ ﺍﻟﺘﺤﻤﻴل ﻭﺫﻟـﻙ ﺒﻭﻀـﻊ‬
‫ﻤﺘﺤﺴﺱ ﺍﻟﺘﻌﺠﻴل )‪ (Accelerometer‬ﻋﻠﻰ‬
‫ﻏﻁﺎﺀ ﻜﺭﺴﻲ ﺍﻟﺘﺤﻤﻴل ﺍﻟﺭﺌﻴﺴﻲ ﻭﻜﺫﻟﻙ ﻻﻴﺠﺎﺩ‬
‫ﻗﻴﻤﺔ ﺍﻟﻀﻐﻁ ﺍﻟﻔﻌﻠﻴﺔ ﺩﺍﺨل ﺍﻻﺴـﻁﻭﺍﻨﺔ ﻓﻘـﺩ‬
‫ـﻐﻁ ) ‪Pressure‬‬ ‫ـﺱ ﺍﻟﻀـ‬ ‫ـﺘﺨﺩﻡ ﻤﺘﺤﺴـ‬ ‫ﺍﺴـ‬
‫‪ [6] (Transducer‬ﻭﻗﺩ ﺘﻡ ﺍﺴﺘﺤﺼﺎل ﺍﻟﻨﺘﺎﺌﺞ‬
‫ﺍﻟﻌﻤﻠﻴﺔ ﻟﻠﻀـﻐﻁ ﻭﻟﺴـﻌﺔ ﺍﻻﻫﺘـﺯﺍﺯ ﻋﻨـﺩ‬
‫ﺴﺭﻋﺘﻴﻥ ﺩﻭﺭﺍﻨﻴﺘـﻴﻥ ) ‪700 r.p.m & 900‬‬
‫‪ (r.p.m‬ﻭﻜﻤﺎ ﻤﺒﻴﻥ ﻓﻲ ﺍﻟﺸﻜل )‪ (16‬ﻭ )‪(17‬‬
‫]‪ [6‬ﻭﺒﺎﺴﺘﺨﺩﺍﻡ ﺍﻟﺒﺭﻨﺎﻤﺞ ﺍﻟﺤﺎﺴﻭﺒﻲ ﻴﺘﻡ ﺍﺨﺘﻴﺎﺭ‬
‫ﻗﻴﻤﺔ ﺍﻭﻟﻴﺔ ﻟﻠﻀﻐﻁ ﻭﺒﺎﻓﺘﺭﺍﺽ ﺸﻜل ﺘﻭﺯﻴـﻊ‬
‫ﺍﻟﻀﻐﻁ )‪ (Pressure Profile‬ﻭﻤﻥ ﺜﻡ ﺍﻴﺠﺎﺩ‬
‫ﺴﻌﺔ ﺍﻻﻫﺘﺯﺍﺯ ﻋﻨﺩ ﻜﺭﺴﻲ ﺍﻟﺘﺤﻤﻴـل ﺍﻟﺭﺍﺒـﻊ‬
‫ﻭﻤﻘﺎﺭﻨﺘﻬﺎ ﻤﻊ ﺍﻟﻘﻴﻤﺔ ﺍﻟﻌﻤﻠﻴﺔ ﺍﻟﻤﺒﻴﻥ ﻗﻴﺎﺴـﻬﺎ‬
‫ﺍﻋﻼﻩ ﻭﻤﻥ ﺜﻡ ﺍﺠﺭﺍﺀ ﺍﻟﺘﺼﺤﻴﺢ ﻋﻠـﻰ ﻗﻴﻤـﺔ‬
‫ﺍﻟﻀﻐﻁ ﺍﻻﻭﻟﻴﺔ ﺤﺘﻰ ﻨﺤﺼل ﻋﻠﻰ ﻨﺴﺒﺔ ﺨﻁﺄ‬
‫ﺒﻴﻥ ﺴﻌﺔ ﺍﻻﻫﺘﺯﺍﺯ ﺍﻟﻌﻤﻠﻴﺔ ﻭﺍﻟﻨﻅﺭﻴﺔ ﻻ ﺘﺯﻴﺩ‬
‫ﻋﻥ )‪ (2%‬ﻭﻨﺴﺒﺔ ﺍﻟﺨﻁﺄ ﺒﻴﻥ ﻗﻴﻤﺔ ﺍﻟﻀـﻐﻁ‬
‫ﻤﺘﺠﻪ ﺍﻟﺤﺎﻟﺔ ﻋﻨﺩ ﺍﻟﺤﺩ ‪ {Z}1‬ﺒﺎﻟﺼﻴﻐﺔ ﺍﻟﺘﺎﻟﻴﺔ‬
‫ﺍﻟﻌﻤﻠﻴﺔ ﻭﺍﻟﻘﻴﻤﺔ ﺍﻟﻤﺴـﺘﻨﺘﺠﺔ ﻤـﻥ ﺍﻻﻫﺘـﺯﺍﺯ‬
‫ﺍﻟﻌﻤﻠﻲ ﺍﻥ ﻻﺘﺯﻴﺩ ﻋﻥ )‪ ، (5%‬ﻭﻗﺩ ﺍﺨـﺫﺕ‬
‫ﺯﻭﺍﻴﺎ ﺩﻭﺭﺍﻨﻴـﺔ ﻤﻌﻴﻨـﺔ ﻻﺠـﺭﺍﺀ ﺍﻟﻌﻤﻠﻴـﺔ‬
‫ﺍﻟﻤﺫﻜﻭﺭﺓ ﺍﻋﻼﻩ ﻋﻠﻤﺎ ﺒﺎﻥ ﺍﻟﻀـﻐﻁ ﺍﻟﻤﻘـﺎﺱ‬
‫ﻋﻤﻠﻴﹰﺎ ﻟﻡ ﻴﺘﻡ ﻗﻴﺎﺴﻪ ﺘﺤﺕ ﻅﺭﻭﻑ ﺍﻻﺸﺘﻌﺎل ﺍﺫ‬
‫ﺍﻥ ﺍﻟﻤﺤﺭﻙ ﻜﺎﻥ ﻴﺯﻭﺩ ﺒﺎﻟﻘﺩﺭﺓ ﻋـﻥ ﻁﺭﻴـﻕ‬
‫ﻤﺤﺭﻙ ﺜﺎﻨﻲ ﺘـﻡ ﺭﺒﻁﻬﻤـﺎ ﺒﺎﺤﺯﻤـﺔ ﻨﺎﻗﻠـﺔ‬
‫ﻭﺒﺎﻟﺭﻏﻡ ﻤﻥ ﺫﻟﻙ ﻓﺎﻥ ﺍﻟﺒﺭﻨﺎﻤﺞ ﺍﻟﻤﻌﺩ ﻴﻤﺘﻠـﻙ‬
‫ﺍﻟﻘﺎﺒﻠﻴﺔ ﻟﻠﺘﻌﺎﻤل ﻤﻊ ﻅﺭﻭﻑ ﺘﺸﻐﻴﻠﻴﺔ ﻤﺨﺘﻠﻔـﺔ‬
‫ﻟﻠﻤﺤﺭﻙ ﻭﻷﻱ ﻋﺩﺩ ﻤﻥ ﺍﻻﺴﻁﻭﺍﻨﺎﺕ ‪.‬‬
‫ﻭﺍﻟﻤﻴل ﻭﻗﻭﻯ ﺍﻟﻘﺹ ﻭﺍﻟﻌـﺯﻡ( ﺒﺎﻻﺘﺠﺎﻫـﺎﺕ‬
‫ﺍﻟﻨﺘﺎﺌﺞ ﻭﺍﻟﻤﻨﺎﻗﺸﺔ‬
‫ﻟﻐﺭﺽ ﺍﺠﺭﺍﺀ ﺍﺨﺘﺒﺎﺭ ﻟﻠﺘﺤﻠﻴل ﺍﻟﻨﻅﺭﻱ‬
‫ﻭﺍﻟﺒﺭﻨﺎﻤﺞ ﺍﻟﺤﺎﺴﻭﺒﻲ ﺍﻟﻤﻌﺩ ﻻﺴﺘﻨﺘﺎﺝ ﻀـﻐﻁ‬
‫ﺍﻻﺤﺘﺭﺍﻕ ﺩﺍﺨل ﺍﺴﻁﻭﺍﻨﺔ ﺍﻟﻤﺤﺭﻙ ﺘﻡ ﺍﺨﺘﻴﺎﺭ‬
‫ﻤﺨﻁﻁ ﺘﻭﺯﻴﻊ ﻀﻐﻁ ﻟﻤﺤﺭﻙ ﺩﻴﺯل ﻤﻥ ﻨﻭﻉ‬
‫ﻤﺠﻠﺔ ﺍﻟﻬﻨﺩﺴﺔ ﻭﺍﻟﺘﻜﻨﻭﻟﻭﺠﻴﺎ‪ ،‬ﺍﻟﻤﺠﻠﺩ‪ ، 26‬ﺍﻟﻌﺩﺩ‪2008،3‬‬
‫ﻋﻨﺩ ﺍﻟﻨﻬﺎﻴﺘﻴﻥ ﺍﻟﺤﺭﺓ ﻟﻠﺫﺭﺍﻉ ( ﻓﻲ ﺍﻟﻤﺼـﻔﻭﻓﺔ‬
‫ﺍﻟﻤﺒﻴﻨﺔ ﺃﻋﻼﻩ ﻭﺒﺈﺠﺭﺍﺀ ﺍﻟﺘﺤﻭﻴل ﻤﻥ ﻤﺤـﺎﻭﺭ‬
‫ﻨﻅﺎﻡ ﺍﻟﻔﺭﻉ ﺍﻟﻰ ﻤﺤـﺎﻭﺭ ﺍﻟﻨﻅـﺎﻡ ﺍﻟﺭﺌﻴﺴـﻲ‬
‫ﻨﺤﺼل ﻋﻠﻰ ﺍﻟﻤﺼﻔﻭﻓﺔ ﺍﻟﻤﺒﻴﻨﺔ ﻓـﻲ ﺍﻟﺸـﻜل‬
‫)‪. (11‬‬
‫ﻤﺼﻔﻭﻓﺔ ﺍﻟﻤﺠﺎل )‪(Field Matrix‬‬
‫ـﺫﻩ‬
‫ـﺎﺀ ﻫـ‬‫ـﻴﺔ ﻟﺒﻨـ‬
‫ـﻴﺎﻏﺔ ﺍﻟﺭﻴﺎﻀـ‬
‫ﺍﻥ ﺍﻟﺼـ‬
‫ﺍﻟﻤﺼﻔﻭﻓﺔ ﺘﺘﻡ ﺒﺄﺨﺫ ﻋﻨﺼﺭ ﻤﻥ ﺍﻟﻨﻅـﺎﻡ ﻓـﻲ‬
‫ﺍﻟﻔﺭﺍﻍ ﻭﻤﻌﺎﻤﻠﺘﻪ ﻋﻠﻰ ﺍﻨﻪ ﻋﺘﺒﺔ ﻤﻬﻤﻠﺔ ﺍﻟﻭﺯﻥ‬
‫ﺫﺍﺕ ﺠﺴﺎﺌﺔ ﺍﻨﺜﻨﺎﺌﻴﺔ )‪(Flexural Rigidity‬‬
‫ﻤﻘﻁﻊ ﺜﺎﺒﺘﺔ ﻭﻴﺤﻠل ﻓﻲ ﺍﻟﻤﺴـﺘﻭﻴﺎﺕ )‪ (xz‬ﻭ‬
‫)‪ (yz‬ﻭﺍﻟﻤﻭﻀـــﺤﺔ ﻓـــﻲ ﺍﻻﺸـــﻜﺎل‬
‫ـﻭﺍﺯﻥ‬‫ـﺭﺍﺀ ﺍﻟﺘـ‬ ‫)‪ (15)،(14)،(13‬ﻭﺒﻌـ‬
‫ـﺩ ﺍﺠـ‬
‫ﻟﻠﻤﻘﺎﺩﻴﺭ ﺍﻟﺠﺎﻨﺒﻴﺔ ﻭﻋﻨﺩ ﺍﺩﺨﺎل ﺘـﺄﺜﻴﺭ ﺍﻟﻘـﺹ‬
‫ﻭﺍﻋﺘﻤﺎﺩ ﻤﻌﺎﺩﻻﺕ ﻨﻅﺭﻴﺔ ﺍﻟﻌﺘﺒﺎﺕ ﻟﻼﻨﺤـﺭﺍﻑ‬
‫ﻭﺍﻟﻤﻴل ﻟﻌﺘﺒﺔ ﻤﺜﺒﺘﺔ ﻤﻥ ﺠﻬﺔ ﻭﺤﺭﺓ ﻤﻥ ﺍﻟﺠﻬﺔ‬
‫ﺍﻻﺨﺭﻯ ]‪ [8‬ﻨﺤﺼل ﻋﻠﻰ ﻤﺼﻔﻭﻓﺔ ﺍﻟﻤﺠـﺎل‬
‫ﺍﻟﻤﺒﻴﻨﺔ ﻓﻲ ﺍﻟﺸﻜل )‪. (12‬‬
‫* ﻤﻥ ﺍﻟﻤﻼﺤﻅ ﺍﻥ ﻤﺼـﻔﻭﻓﺎﺕ ﺍﻟﻨﻘﻁـﺔ‬
‫ﻟﻠﺤﺎﻻﺕ ﺍﻟﺨﻤﺱ ﺍﻟﻤﺫﻜﻭﺭﺓ ﺴﺎﺒﻘﹰﺎ ﻭﻤﺼـﻔﻭﻓﺔ‬
‫ﺍﻟﻤﺠﺎل ﺍﻥ ﻋﻨﺎﺼﺭﻫﺎ ﻤﺭﻜﺒﺔ )ﺘﺤﺘﻭﻱ ﺍﺠﺯﺍﺀ‬
‫ﺤﻘﻴﻘﻴﺔ ﻭﺍﺠﺯﺍﺀ ﺨﻴﺎﻟﻴﺔ( ﻟـﺫﻟﻙ ﺍﺼـﺒﺢ ﻤـﻥ‬
‫ﺍﻟﻀﺭﻭﺭﻱ ﻟﻤﻼﺌﻤـﺔ ﺍﻟﺤﺴـﺎﺒﺎﺕ ﺒﺎﺴـﺘﺨﺩﺍﻡ‬
‫ﺒﺭﻨﺎﻤﺞ ﺤﺎﺴﻭﺒﻲ ﻴﻌﻤل ﻋﻠﻰ ﺍﺠـﺭﺍﺀ ﻓﺼـل‬
‫ﺍﻟﻤﺼﻔﻭﻓﺔ )ﺍﻟﻨﻘﻁﺔ ﻭ ﺍﻟﻤﺠـﺎل( ﺍﻟـﻰ ﺠـﺯﺀ‬
‫ﺤﻘﻴﻘــﻲ )‪ (Real‬ﻭﺨﻴــﺎﻟﻲ )‪(Imaginary‬‬
‫ﻭﻻﻴﺠﺎﺩ ﻤﺘﺠﻪ ﺍﻟﺤﺎﻟﺔ ﻋﻨﺩ ﺍﻟﻤﺤﻁﺔ )‪ (n‬ﺒﺩﻻﻟﺔ‬
‫‪L‬‬
‫‪-:‬‬
‫‪{Z}Rn = [P]n [F]n −1 [P]n −1 [F]n −2 [P]n −2‬‬
‫‪....[F]2 [P ]2 [F]1 [P ]1 {Z}1‬‬
‫‪L‬‬
‫ﻭﻗﺩ ﺘﻡ ﺒﻨﺎﺀ ﺒﺭﻨﺎﻤﺞ ﺤﺎﺴﻭﺒﻲ ﻴﻐﻁـﻲ ﻫـﺫﺍ‬
‫ﺍﻟﺘﺤﻠﻴل ﺍﻟﺭﻴﺎﻀﻲ ﻟﻨﻤﻭﺫﺝ ﻋﻤـﻭﺩ ﺍﻟﻤﺭﻓـﻕ‬
‫ﻻﻴﺠﺎﺩ ﻗﻴﻡ ﺍﻟﻤﻘـﺎﺩﻴﺭ ﺍﻟﺠﺎﻨﺒﻴـﺔ )ﺍﻻﻨﺤـﺭﺍﻑ‬
‫ﺍﻟﺜﻼﺙ ‪ X , Y , Z‬ﻭﻋﻨـﺩ ﻜـل ﺍﻟﻤﺤﻁـﺎﺕ‬
‫ﻟﻠﻨﻅﺎﻡ ﺍﻟﺭﺌﻴﺴﻲ ﻭﻟﻼﻨﻅﻤﺔ ﺍﻟﻔﺭﻋﻴﺔ ﺍﻟﻤﺘﺼـﻠﺔ‬
‫ﺒﻪ ‪.‬‬
‫ﺍﻴﺠﺎﺩ ﻀﻐﻁ ﺍﻻﺤﺘﺭﺍﻕ‬
 ‫ﺘﺨﻤﻴﻥ ﻀﻐﻁ ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ‬ ‫ﻤﺠﻠﺔ ﺍﻟﻬﻨﺩﺴﺔ ﻭﺍﻟﺘﻜﻨﻭﻟﻭﺠﻴﺎ‪ ،‬ﺍﻟﻤﺠﻠﺩ‪ ، 26‬ﺍﻟﻌﺩﺩ‪2008،3‬‬
‫ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟﺩﺍﺨﻠﻲ ﺍﻵﻨﻲ ﺒﺎﺴﺘﺨﺩﺍﻡ‬
‫ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯﺍﺕ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬

‫ﺒﺩﺍﻴﺔ ﺍﻟﺒﺤـﺙ ﺍﻻ ﺍﻥ ﻤﻌـﺩل ﻨﺴـﺒﺔ ﺍﻟﺨﻁـﺄ‬ ‫)‪ [6] (Recardo-E6‬ﻤــﻊ ﺫﺍﺕ ﺍﻟﻨﻤــﻭﺫﺝ‬
‫ﻟﻠﻀﻐﻁ ﻫﻭ ﺍﻜﺒﺭ ﻤﻥ ﺍﻟﻤﺩﻯ ﺍﻟﻤﺤﺩﺩ ﻭﻴﻌـﻭﺩ‬ ‫ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ﺍﻟﺘﺎﺒﻊ ﻟﻤﺤﺭﻙ ﺍﻟﺩﻴﺯل ﻤﻥ ﻨﻭﻉ‬
‫ﺫﻟﻙ ﺍﻟﻰ ﺍﻟﺘﻘﺭﻴﺏ ﺍﻟﺤﺎﺼل ﻓﻲ ﻨﻤﺫﺠﺔ ﻋﻤـﻭﺩ‬ ‫)‪ ، (Zetor M-Type‬ﻓﻲ ﺍﻟﺒﺩﺍﻴﺔ ﺘﻡ ﺍﺴﺘﺨﺩﺍﻡ‬
‫ﺍﻟﻤﺭﻓﻕ ﺒﺎﻻﻀﺎﻓﺔ ﺍﻟﻰ ﺘﺤﺩﻴﺩ ﻨﺴـﺒﺔ ﺍﻟﺨﻁـﺄ‬ ‫ﺍﻟﻀﻐﻁ ﻜﻤﺩﺨل )ﺒﻴﺎﻨﺎﺕ ﺩﺍﺨﻠﺔ( ﺍﻟﻰ ﺍﻟﺒﺭﻨﺎﻤﺞ‬
‫ﺍﻟﻤﺴﻤﻭﺡ ﺒﻬﺎ ﻟﺴﻌﺔ ﺍﻻﻫﺘﺯﺍﺯ ﻤﺴـﺒﻘﹰﺎ ﻜﻘﻴﻤـﺔ‬ ‫ﺍﻟﺤﺎﺴﻭﺒﻲ ﻭﺘﻡ ﺍﺴﺘﺨﺭﺍﺝ ﻗﻴﻤﺔ ﺴﻌﺔ ﺍﻻﻫﺘﺯﺍﺯ‬
‫ﻤﻨﺨﻔﻀﺔ ﻨﻭﻋﹰﺎ ﻤﺎ ﺠﻌل ﺍﻟﺨﻁﺄ ﺍﻜﺒﺭ ﻓﻲ ﻗـﻴﻡ‬ ‫ﻋﻨﺩ ﺍﻟﺴﺭﻋﺔ ﺍﻟﺩﻭﺭﺍﻨﻴﺔ )‪ (700 r.p.m‬ﻭﻟﻤﺩﻯ‬
‫ﺍﻟﻀﻐﻁ ‪.‬‬ ‫ﻤﻌﻴﻥ ﻤﻥ ﺯﻭﺍﻴﺎ ﺍﻟﺘﺩﻭﻴﺭ ﻭﻤﻥ ﺜﻡ ﺘﻡ ﺍﺴـﺘﺨﺩﺍﻡ‬
‫ﺴﻌﺔ ﺍﻻﻫﺘﺯﺍﺯ ﻜﺒﻴﺎﻨﺎﺕ ﺩﺍﺨﻠﺔ ﺍﻟﻰ ﺍﻟﺒﺭﻨـﺎﻤﺞ‬
‫ﺍﻥ ﺍﻟﻨﺘﺎﺌﺞ ﺍﻟﻨﻅﺭﻴﺔ ﻟﺘﺤﻠﻴل ﻜﺭﺴﻲ ﺍﻟﺘﺤﻤﻴل‬ ‫ﻻﻴﺠﺎﺩ ﺍﻟﻀﻐﻁ ﻓﻲ ﺍﻻﺴﻁﻭﺍﻨﺔ ﺍﻻﻭﻟـﻰ ﻭﻗـﺩ‬
‫ﻭﺍﺴﺘﺨﺭﺍﺝ ﺍﻟﻤﻌﺎﻤﻼﺕ ﺍﻟﺩﻴﻨﺎﻤﻴﻜﻴـﺔ ﻟﻜﺭﺴـﻲ‬ ‫ﻜﺎﻨﺕ ﺍﻟﻨﺘﺎﺌﺞ ﺒﺎﻟﻨﺴﺒﺔ ﺍﻟﻰ ﺴﻌﺔ ﺍﻻﻫﺘﺯﺍﺯ ﻨﺴﺒﺔ‬
‫ﺍﻟﺘﺤﻤﻴل ﺘﺤﺕ ﺘﺄﺜﻴﺭ ﻗﻭﻯ ﺩﻴﻨﺎﻤﻴﻜﻴﺔ ﻤﺘﻐﻴـﺭﺓ‬ ‫ﺍﻟﺨﻁﺄ ﻻﺘﺯﻴﺩ ﻋﻠﻰ )‪ (1.932%‬ﻭﺒﺎﻟﻨﺴﺒﺔ ﺍﻟﻰ‬
‫ﻓﻲ ﺍﻟﻘﻴﻤﺔ ﻭ ﺍﻻﺘﺠﺎﻩ ﺍﻟﻤﺒﻴﻨـﺔ ﻓـﻲ ﺍﻟﺸـﻜل‬ ‫ﻀﻐﻁ ﺍﻻﺤﺘﺭﺍﻕ ﻜﺎﻨﺕ ﻨﺴﺒﺔ ﺍﻟﺨﻁﺄ ﻻ ﺘﺯﻴـﺩ‬
‫)‪ (21)،(20‬ﺍﻅﻬﺭﺕ ﺼﻌﻭﺒﺔ ﺒﺎﻻﺴـﺘﺨﺭﺍﺝ‬ ‫ﻋﻠﻰ )‪ (3.3%‬ﻭﻜﻤﺎ ﻤﺒﻴﻥ ﻓﻲ ﺍﻟﺸـﻜل )‪(18‬‬
‫ﺒﺎﺴﺘﺨﺩﺍﻡ ﺍﻟﺒﺭﻨﺎﻤﺞ ﻟﺫﻟﻙ ﺘﻡ ﺍﺴﺘﺨﺩﺍﻡ ﺍﻟﻴﺔ ﺒﺩﻴﻠﺔ‬ ‫ﻭﺘﻌﻭﺩ ﻫﺫﻩ ﺍﻟﻨﺴﺒﺔ ﻤﻥ ﺍﻟﺨﻁﺄ ﺍﻟـﻰ ﺍﺨﻁـﺎﺀ‬
‫ﻭﻫﻲ ﺍﻓﺘﺭﺍﺽ ﻗﻴﻤﺔ ﺍﻭﻟﻴﺔ ﻟﻤﻌﺎﻤل ﺍﻟﺠﺴـﺎﺌﺔ‬ ‫ـﺎﻤﺞ‬‫ﺍﻟﺘﻜـﺭﺍﺭ ﻭﺍﻟﺘـﺩﻭﻴﺭ ﻓـﻲ ﺘﻨﻔﻴـﺫ ﺍﻟﺒﺭﻨـ‬
‫)ﺍﻟﺤﻤل ﺍﻻﻨﻲ ﺍﻟﺨﺎﺭﺠﻲ ﻤﻘﺴﻭﻡ ﻋﻠـﻰ ﺴـﻌﺔ‬ ‫ﺍﻟﺤﺎﺴﻭﺒﻲ ‪ .‬ﻭﺒﻌﺩ ﻫﺫﺍ ﺍﻻﺨﺘﺒﺎﺭ ﻟﻠﺒﺭﻨﺎﻤﺞ ﺘـﻡ‬
‫ﺍﻻﻫﺘﺯﺍﺯ ﺍﻻﻨﻴﺔ( ﻭﺍﻟﺘﺨﻤﻴﺩ )ﺍﻟﺤﻤـل ﺍﻻﻨـﻲ‬ ‫ﺍﺨﺘﺒﺎﺭ ﺍﻟﺒﺭﻨﺎﻤﺞ ﻋﻨﺩ ﺍﻟﻨﺘﺎﺌﺞ ﺍﻟﻌﻤﻠﻴﺔ ﺍﻟﺘﻲ ﺘـﻡ‬
‫ﺍﻟﺨﺎﺭﺠﻲ ﻤﻘﺴﻭﻡ ﻋﻠﻰ ﺍﻟﺴﺭﻋﺔ ﺍﻻﻫﺘﺯﺍﺯﻴـﺔ‬ ‫ﻗﻴﺎﺴﻬﺎ ﻋﻠﻰ ﻤﺤﺭﻙ ﺩﻴﺯل ﺭﺒﺎﻋﻲ ﺍﻻﺸـﻭﺍﻁ‬
‫ﺍﻻﻨﻴﺔ( ﻭﻤﻥ ﺜﻡ ﺍﺠﺭﺍﺀ ﺍﻟﺘﺼﺤﻴﺢ ﻋﻠﻴﻬﺎ ﻓـﻲ‬ ‫ﺫﻭ ﺍﺭﺒﻌﺔ ﺍﺴﻁﻭﺍﻨﺎﺕ ﺘﺤﺕ ﻅـﺭﻭﻑ ﺍﻁﻔـﺎﺀ‬
‫ﺍﻟﺒﺭﻨﺎﻤﺞ ﺍﻟﻤﻌﺩ ﻻﺴﺘﺨﺭﺍﺝ ﺍﻟﻀﻐﻁ ﺒﺎﺴـﺘﺨﺩﺍﻡ‬ ‫ﺍﻻﺴﻁﻭﺍﻨﺎﺕ ﻭﺘﺯﻭﻴﺩ ﻗﺩﺭﺓ ﺨﺎﺭﺠﻴﺔ ﻟﻠﻤﺤﺭﻙ ‪،‬‬
‫ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ‪.‬‬ ‫ﻜﺎﻨﺕ ﺍﻟﻨﺘﺎﺌﺞ ﺍﻟﻌﻤﻠﻴﺔ ﻜﻤﺎ ﻤﺒﻴﻥ ﻓـﻲ ﺍﻟﺸـﻜل‬
‫)‪ (16‬ﻭ )‪ (17‬ﻟﻠﻀﻐﻁ ﻓﻲ ﺍﻻﺴﻁﻭﺍﻨﺔ ﺍﻟﺜﺎﻟﺜﺔ‬
‫ﺍﻻﺴﺘﻨﺘﺎﺠﺎﺕ ﻭﺍﻟﺘﻭﺼﻴﺎﺕ‬ ‫ﻭﺴﻌﺔ ﺍﻻﻫﺘﺯﺍﺯ ﻋﻨﺩ ﻜﺭﺴﻲ ﺍﻟﺘﺤﻤﻴل ﺍﻟﺭﺌﻴﺴﻲ‬
‫‪ -‬ﺍﻻﺴﺘﻨﺘﺎﺠﺎﺕ‬ ‫ﺍﻟﺭﺍﺒﻊ ﻭﻋﻨﺩ ﺴـﺭﻋﺘﻴﻥ ﺩﻭﺭﺍﻨﻴﺘـﻴﻥ ) ‪700‬‬
‫‪ .1‬ﺍﻥ ﺍﻟﻨﺘﺎﺌﺞ ﺍﻟﻨﻅﺭﻴـﺔ ﻻﺨﺘﺒـﺎﺭ ﺍﻟﺒﺭﻨـﺎﻤﺞ‬ ‫‪ (r.p.m & 900 r.p.m‬ﻓﻘﺩ ﺍﺨﺫﺕ ﺯﻭﺍﻴـﺎ‬
‫ﻭﺍﻟﺘﺤﻠﻴل ﺍﻟﺭﻴﺎﻀﻲ ﻋﻨﺩ ﺍﻓﺘـﺭﺍﺽ ﺸـﻜل‬ ‫ﺩﻭﺭﺍﻨﻴﺔ ﻤﻌﻴﻨﺔ ﻭﺘـﻡ ﺘﻌـﻭﻴﺽ ﻗـﻴﻡ ﺴـﻌﺔ‬
‫ﺘﻭﺯﻴﻊ ﺍﻟﻀﻐﻁ ﻟﻠﻤﺤﺭﻙ ﻭﺍﺠﺭﺍﺀ ﻋﻤﻠﻴـﺔ‬
‫ﺍﻻﻫﺘﺯﺍﺯ ﺍﻟﻌﻤﻠﻲ ﻓﻲ ﺍﻟﺒﺭﻨـﺎﻤﺞ ﻻﺴﺘﺤﺼـﺎل‬
‫ﺍﻟﺘﺤﻠﻴل ﺍﻟﻌﻜﺴﻲ ﻜﻤﺎ ﻤﺒﻴﻨﺔ ﻓـﻲ ﺍﻟﻔﻘـﺭﺓ‬
‫ﻗﻴﻤﺔ ﺍﻟﻀﻐﻁ ﻋﻨﺩ ﺍﻻﺴﻁﻭﺍﻨﺔ ﺍﻻﻭﻟـﻰ ﻭﻜﻤـﺎ‬
‫ﺍﻟﺴﺎﺒﻘﺔ ‪ ،‬ﺍﻅﻬﺭﺕ ﻨﺴـﺒﺔ ﺨﻁـﺄ ﺒﺴـﻴﻁﺔ‬
‫ﻤﺒﻴﻥ ﻓﻲ ﺍﻟﺸﻜل )‪ (19‬ﻭﻜﺎﻥ ﻤﻌـﺩل ﻨﺴـﺒﺔ‬
‫ﺒﺎﻟﻨﺴﺒﺔ ﺍﻟﻰ ﺴﻌﺔ ﺍﻻﻫﺘﺯﺍﺯ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬
‫ـﻥ‬‫ـﺩ ﻋـ‬ ‫ـﺯﺍﺯ ﻻ ﻴﺯﻴـ‬ ‫ـﻌﺔ ﺍﻻﻫﺘـ‬‫ـﺄ ﻟﺴـ‬ ‫ﺍﻟﺨﻁـ‬
‫ﻭﻀﻐﻁ ﺍﻻﺤﺘﺭﺍﻕ ﻤﻤﺎ ﻴﺩل ﻋﻠﻰ ﺍﻥ ﺍﻻﻟﻴﺔ‬
‫)‪ (1.444%‬ﻭﻤﻌﺩل ﻨﺴﺒﺔ ﺍﻟﺨﻁﺄ ﻟﻠﻀـﻐﻁ ﻻ‬
‫ﺍﻟﻤﺴﺘﺨﺩﻤﺔ ﻓﻲ ﺍﻟﺒﺭﻨﺎﻤﺞ ﻫﻲ ﺍﻟﻴﺔ ﻨﺎﺠﺤـﺔ‬
‫ﻟﻠﺘﻭﺼل ﺍﻟﻰ ﻀﻐﻁ ﺍﻻﺤﺘـﺭﺍﻕ ﺍﻟـﺩﺍﺨﻠﻲ‬ ‫ﻴﺯﻴﺩ ﻋﻥ )‪ (9.14%‬ﻫﺫﻩ ﺍﻟﻨﺘﺎﺌﺞ ﻋﻨﺩ ﺴﺭﻋﺔ‬
‫ﻟﻠﻤﺤﺭﻙ ﻭﺒﻜﻔﺎﺌﺔ ﻋﺎﻟﻴﺔ ﻭﺍﻗل ﻨﺴﺒﺔ ﺨﻁﺄ ‪.‬‬ ‫ﺩﻭﺭﺍﻨﻴﺔ ﻤﻘﺩﺍﺭﻫﺎ )‪ (700 r.p.m‬ﺍﻤـﺎ ﻋﻨـﺩ‬
‫‪ .2‬ﻤﻥ ﺍﻟﻤﻼﺤﻅ ﻋﻨﺩ ﺍﺠﺭﺍﺀ ﺍﻻﺨﺘﺒﺎﺭ ﺍﻟﻌﻤﻠﻲ‬ ‫ﺴـﺭﻋﺔ ﺩﻭﺭﺍﻨﻴـﺔ ﻤﻘـﺩﺍﺭﻫﺎ )‪(900 r.p.m‬‬
‫ﻟﻠﺒﺭﻨﺎﻤﺞ )ﺍﺴـﺘﺨﺩﺍﻡ ﺍﻟﺒﻴﺎﻨـﺎﺕ ﺍﻟﻌﻤﻠﻴـﺔ‬ ‫ﻓﻤﻌﺩل ﻨﺴﺒﺔ ﺍﻟﺨﻁﺄ ﻟﺴﻌﺔ ﺍﻻﻫﺘﺯﺍﺯ ﻻ ﻴﺯﻴـﺩ‬
‫ﻜﻤﺩﺨﻼﺕ ﻟﻠﺒﺭﻨﺎﻤﺞ( ﺍﻥ ﻤﻌﺩل ﻨﺴﺒﺔ ﺍﻟﺨﻁﺄ‬ ‫ﻋﻥ )‪ (1.43%‬ﻭﻤﻌﺩل ﻨﺴﺒﺔ ﺍﻟﺨﻁﺄ ﻟﻠﻀـﻐﻁ‬
‫ﻤﺎﺒﻴﻥ ﺍﻟﻀﻐﻁ ﺍﻟﻤﻘﺎﺱ )ﺍﻟﻌﻤﻠﻲ( ﻭﺍﻟﻀﻐﻁ‬ ‫ﻻ ﻴﺯﻴﺩ ﻋﻥ )‪.(13.4%‬‬
‫ﺍﻟﻤﺴﺘﻨﺘﺞ ﻋﻥ ﻁﺭﻴﻕ ﺍﻻﻫﺘـﺯﺍﺯ ﺍﻟﻤﻘـﺎﺱ‬
‫)ﺍﻟﻌﻤﻠﻲ( ‪ ،‬ﻗﺩ ﺍﺭﺘﻔﻌﺕ ﻋـﻥ ﺍﻟﻤﺴـﺘﻭﻯ‬ ‫ﻭﻻﺨﺘﺒﺎﺭ ﺍﻤﻜﺎﻨﻴﺔ ﺍﺴﺘﺨﺩﺍﻡ ﺫﺍﺕ ﺍﻟﺘﺤﻠﻴـل‬
‫ﺍﻟﻤﺤﺩﺩ )‪ (5%‬ﻭﻴﻌﻭﺩ ﺫﻟﻙ ﺍﻟﻰ ﺍﻥ ﺍﻟﺘﺤﻠﻴل‬ ‫ﻭﺍﻟﺒﺭﻨﺎﻤﺞ ﻻﻴﺠﺎﺩ ﺍﻟﺴﺭﻋﺔ ﺍﻟﺩﻭﺭﺍﻨﻴﺔ ﻤﻥ ﻗـﻴﻡ‬
‫ﺍﻟﻨﻅﺭﻱ ﻗﺩ ﺍﻋﺘﻤﺩ ﻋﻠﻰ ﺍﻟﻨﻤﺫﺠﺔ ﻭﺍﻟﺘﻘﺭﻴﺏ‬ ‫ﺴﻌﺔ ﺍﻻﻫﺘﺯﺍﺯ ﻭﺍﻟﻀﻐﻁ ﺍﻟﻤﻘﺎﺴﺔ ﻋﻤﻠﻴﹰﺎ ﻜﺎﻨﺕ‬
‫ﻟﻤﻘﺎﻁﻊ ﻭﺍﺠﺯﺍﺀ ﻋﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ﻤﻥ ﺍﺠـل‬ ‫ﻨﺴﺒﺔ ﺍﻟﺨﻁﺄ ﻻ ﺘﺯﻴﺩ ﻋـﻥ )‪ (4.64%‬ﻋﻨـﺩ‬
‫ﺘﺒﺴﻴﻁ ﺤﺴﺎﺏ ﺍﻟﻤﻘﺎﺩﻴﺭ ﺍﻟﻬﻨﺩﺴـﻴﺔ ﻟﺘﻠـﻙ‬ ‫ـﻥ‬‫ـﺩ ﻋـ‬ ‫ـﺭﻋﺔ )‪ (700 r.p.m‬ﻭﻻ ﺘﺯﻴـ‬ ‫ﺍﻟﺴـ‬
‫ﺍﻟﻤﻘﺎﻁﻊ ﻤﻤﺎ ﺍﺩﻯ ﺍﻟﻰ ﻭﺠﻭﺩ ﻓﺎﺭﻕ ﻤﺎ ﺒﻴﻥ‬ ‫)‪ (2.713%‬ﻋﻨﺩ ﺍﻟﺴﺭﻋﺔ )‪. (900 r.p.m‬‬
‫ﺍﺴﺘﺠﺎﺒﺔ ﺍﻟﻨﻅـﺎﻡ ﺍﻟﺩﻴﻨﺎﻤﻴﻜﻴـﺔ ﺍﻟﻨﻅﺭﻴـﺔ‬
‫ﻭﺍﻻﺴﺘﺠﺎﺒﺔ ﺍﻟﺩﻴﻨﺎﻤﻴﻜﻴﺔ ﺍﻟﻤﻘﺎﺴـﺔ ﻋﻤﻠﻴـﹰﺎ‬ ‫ﻭﻤﻥ ﺍﻟﻤﻼﺤﻅ ﺍﻥ ﻤﻌﺩل ﻨﺴﺒﺔ ﺍﻟﺨﻁﺄ ﻟﺴﻌﺔ‬
‫ﺒﺎﻻﻀﺎﻓﺔ ﺍﻟﻰ ﻭﺠﻭﺩ ﻤـﺅﺜﺭﺍﺕ ﺨﺎﺭﺠﻴـﺔ‬ ‫ﺍﻻﻫﺘﺯﺍﺯ ﻴﻘﻊ ﻀﻤﻥ ﺍﻟﻤﺩﻯ ﺍﻟﺫﻱ ﺤـﺩﺩ ﻓـﻲ‬
 ‫ﺘﺨﻤﻴﻥ ﻀﻐﻁ ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ‬ ‫ﻤﺠﻠﺔ ﺍﻟﻬﻨﺩﺴﺔ ﻭﺍﻟﺘﻜﻨﻭﻟﻭﺠﻴﺎ‪ ،‬ﺍﻟﻤﺠﻠﺩ‪ ، 26‬ﺍﻟﻌﺩﺩ‪2008،3‬‬
‫ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟﺩﺍﺨﻠﻲ ﺍﻵﻨﻲ ﺒﺎﺴﺘﺨﺩﺍﻡ‬
‫ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯﺍﺕ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬

‫‪5. Elena Galindo etal (Advanced‬‬ ‫ﺘﺅﺜﺭ ﻋﻠﻰ ﻗﻴﻤﺔ ﺍﻻﻫﺘﺯﺍﺯ ﺍﻟﻌﻤﻠﻲ ﻟﻌﻤـﻭﺩ‬
‫‪Design for Crankshaft and‬‬ ‫ﺍﻟﻤﺭﻓﻕ ﻤﻨﻪ ﺍﻻﻫﺘﺯﺍﺯ ﺍﻟﻜﻠﻲ ﻟﻜﺘﻠﺔ ﺍﻟﻤﺤﺭﻙ‬
‫‪Sliding‬‬ ‫‪Bearings‬‬ ‫‪in‬‬ ‫ﻭﻏﻴﺭﻫﺎ ﻤﻥ ﺍﻟﻤﺅﺜﺭﺍﺕ ﺍﻟﺘﻲ ﻟﻡ ﺘﺩﺨل ﻓـﻲ‬
‫‪Reciprocating Engines) , (Web‬‬ ‫ﺍﻟﺘﺤﻠﻴل ﺍﻟﻨﻅﺭﻱ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ ﻭﺒـﺎﻟﺭﻏﻡ‬
‫‪Site) , 1992 .‬‬ ‫ﻤﻥ ﺫﻟﻙ ﻓـﺎﻥ ﻨﺴـﺒﺔ ﺍﻟﺨﻁـﺄ ﻟﻠﻀـﻐﻁ‬
‫‪6.M.A.Tawfik (The effect of‬‬ ‫ﺍﻟﻤﺴﺘﺨﺭﺝ ﺘﻌﺩ ﺠﻴﺩﺓ ﺒﺎﻻﻤﻜـﺎﻥ ﺘﻔﺎﺩﻴﻬـﺎ‬
‫‪misalignment on the dynamic‬‬ ‫ﺒﺎﺴﺘﺨﺩﺍﻡ ﺍﻟﻴﺎﺕ ﺭﻴﺎﻀﻴﺔ ﻟﺘﺤﻠﻴل ﺍﻟﺒﻴﺎﻨـﺎﺕ‬
‫‪performance of crankshaft-‬‬ ‫ﻭﺍﻟﺘﻭﺼل ﺍﻟﻰ ﺍﻓﻀل ﺘﻘﺎﺭﺏ ﻤﻤﻜﻥ ‪.‬‬
‫)‪bearing system in diesel engine‬‬ ‫‪ .3‬ﺍﻅﻬﺭﺕ ﺍﻟﻨﺘـﺎﺌﺞ ﺍﻥ ﺍﺤﺘﺴـﺎﺏ ﺴـﺭﻋﺔ‬
‫‪, Ph.D Thesis , University of‬‬ ‫ﺍﻟﻤﺤﺭﻙ ﻤﻥ ﺨﻼل ﻗﻴﺎﺱ ﺍﻻﻫﺘﺯﺍﺯ ﻫـﻲ‬
‫‪Technology , 1996 .‬‬ ‫ﻁﺭﻴﻘﺔ ﻓﻌﺎﻟﺔ ﻭﺠﻴﺩﺓ ‪.‬‬
‫‪ .7‬ﺒﺎﺴﻡ ﻋﺎﺠل ﺴـﺩﺨﺎﻥ )ﺘـﺄﺜﻴﺭ ﻤﻌـﺎﻤﻼﺕ‬ ‫‪ -‬ﺍﻟﺘﻭﺼﻴﺎﺕ‬
‫ﺍﻟﻤﺭﻭﻨﺔ ﻭﺍﻟﺘﺨﻤﻴﺩ ﻟﻜﺭﺍﺴﻲ ﺍﻟﺘﺤﻤﻴل ﻋﻠـﻰ‬ ‫‪ .1‬ﺍﺴﺘﺨﺩﺍﻡ ﻗﻴﺎﺴﺎﺕ ﻋﻤﻠﻴﺔ ﻟﺴﻌﺔ ﺍﻻﻫﺘـﺯﺍﺯ‬
‫ﺍﻻﺴﺘﺠﺎﺒﺔ ﺍﻟﺩﻴﻨﺎﻤﻴﺔ ﻟﻌﻤﻭﺩ ﺩﻭﺍﺭ ﻟﺘـﻭﺭﺒﻴﻥ‬ ‫ﺒﺎﻻﺘﺠﺎﻫﻴﻥ )‪ (X&Y‬ﻟﺘﻼﻓـﻲ ﺍﻟﺼـﻌﻭﺒﺔ‬
‫ﺒﺨﺎﺭﻱ ﻤﻌـﻴﻥ( ‪ ،‬ﺭﺴـﺎﻟﺔ ﻤﺎﺠﺴـﺘﻴﺭ ‪،‬‬ ‫ﺍﻟﺤﺎﺼﻠﺔ ﻓﻲ ﺍﻴﺠﺎﺩ ﺍﻟﻤﻌﺎﻤﻼﺕ ﺍﻟﺩﻴﻨﺎﻤﻴﻜﻴﺔ‬
‫ﺍﻟﺠﺎﻤﻌﺔ ﺍﻟﺘﻜﻨﻭﻟﻭﺠﻴﺔ ‪ ، 2002 ،‬ﺍﻟﺼﻔﺤﺔ‬ ‫ﻟﻜﺭﺍﺴﻲ ﺍﻟﺘﺤﻤﻴل ‪.‬‬
‫)‪. (38-26‬‬ ‫‪ .2‬ﻗﻴﺎﺱ ﺯﺍﻭﻴﺔ ﺍﻟﻁـﻭﺭ )‪(Phase Angle‬‬
‫‪8. (Strength of Materials) ,‬‬ ‫ﺒﺎﻻﻀﺎﻓﺔ ﺍﻟﻰ ﺴﻌﺔ ﺍﻻﻫﺘﺯﺍﺯ ﻟﺘﺴﻬﻴل ﻋﻤل‬
‫‪Stephen Timoshenko , part 1 ,‬‬ ‫ﺍﻟﺒﺭﻨﺎﻤﺞ ﺍﻟﺤﺎﺴﻭﺒﻲ ﻓﻲ ﺍﻟﺘﻭﺼل ﺍﻟﻰ ﻗﻴﻤﺔ‬
‫& ‪third edition , CBS publishers‬‬ ‫ﺍﻟﻀﻐﻁ ﺩﻭﻥ ﻋﻠﻡ ﻤﺴﺒﻕ ﺒﻘﻴﻤـﺔ ﺍﻟﻀـﻐﻁ‬
‫‪distributors , 2004 .‬‬ ‫ﺍﻟﻌﻤﻠﻲ ‪.‬‬
‫‪ .3‬ﺩﺭﺍﺴﺔ ﺍﻤﻜﺎﻨﻴﺔ ﺍﺴﺘﻨﺘﺎﺝ ﺍﻟﻀـﻐﻁ ﺩﺍﺨـل‬
‫ﺍﺴﻁﻭﺍﻨﺎﺕ ﺍﻟﻤﺤـﺭﻙ ﺒﻭﺍﺴـﻁﺔ ﺘﺤﻠﻴـل‬
‫ﺍﻻﻫﺘﺯﺍﺯ ﺍﻟﻤﻘـﺎﺱ ﻋﻤﻠﻴـﹰﺎ ﻋﻠـﻰ ﺒـﺩﻥ‬
‫ﺍﻟﻤﺤﺭﻙ‪.‬‬
‫ﺍﻟﻤﺼﺎﺩﺭ‬

‫‪1. (Matrix Method In Elasto‬‬

‫& ‪Mechanics) , E.L.Pestel‬‬
‫‪F.A.Leckie , Mc Grow Hill ,‬‬
‫‪New York , 1963 .‬‬
‫‪2. (Motor‬‬ ‫‪Vehicle‬‬ ‫‪Engines),‬‬
‫‪M.Khovakh , third edition , Mir‬‬
‫)‪Publishers , 1979 , pp(367-368‬‬
‫‪.‬‬
‫‪3. (Elements of Mechanics of‬‬
‫‪Materials) , Garner A.Olsen ,‬‬
‫‪Prentice-Hall , 1982 , pp(367-‬‬
‫‪368) .‬‬
‫‪4. Simon K.Chen & Thomas‬‬
‫‪Chang (Crankshaft tortional and‬‬
‫‪Damping simulation – an‬‬
‫‪update and correlation with the‬‬
‫‪test result), SAE , vol.95 , sec.4‬‬
‫‪, 1987 , pp(964-985) .‬‬
 ‫ﺘﺨﻤﻴﻥ ﻀﻐﻁ ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ‬
‫ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟﺩﺍﺨﻠﻲ ﺍﻵﻨﻲ ﺒﺎﺴﺘﺨﺩﺍﻡ‬
‫ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯﺍﺕ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬
‫ﺍﻟﻤﻠﺤﻕ )‪(A‬‬
‫ﻤﺠﻠﺔ ﺍﻟﻬﻨﺩﺴﺔ ﻭﺍﻟﺘﻜﻨﻭﻟﻭﺠﻴﺎ‪ ،‬ﺍﻟﻤﺠﻠﺩ‪ ، 26‬ﺍﻟﻌﺩﺩ‪2008،3‬‬
‫‪fI‬‬
‫ﺍﻟﻨﻬﺎﻴﺔ ﺍﻟﻌﻅﻤﻰ ﻻﺴﻁﻭﺍﻨﺔ ﺍﻟﻤﺤﺭﻙ ‪T.D.C‬‬

‫‪F1‬‬
‫‪FG‬‬
‫‪φ‬‬
‫‪F2‬‬
‫‪θ‬‬ ‫‪FX‬‬

‫‪F1‬‬
‫‪FY‬‬

‫ﺍﻟﺸﻜل )‪ (1‬ﻤﺨﻁﻁ ﺍﺴﺎﺴﻲ ﻟﻤﻴﻜﺎﻨﻴﻜﻴﺔ ﻤﺎﻜﻨﺔ ﺘﺭﺩﺩﻴﺔ‬

‫‪FY1‬‬ ‫‪FY2‬‬ ‫‪FY3‬‬ ‫‪FY4‬‬ ‫…‪ = FY1,2,‬ﻤﺤﺼﻼﺕ ﺍﻟﻘﻭﻯ‬

‫ﺍﻟﻤﺅﺜﺭﺓ ﻋﻠﻰ ﻋﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬
‫‪Z‬‬ ‫ﺒﺎﺘﺠﺎﻩ ﺍﻟﻤﺤﻭﺭ‪. Y‬‬

‫‪RY1‬‬ ‫‪RY2‬‬ ‫‪RY3‬‬ ‫‪RY4‬‬ ‫‪RY5‬‬

‫‪Y‬‬ ‫‪ =RY1,2,..‬ﺭﺩﻭﺩ ﺍﻻﻓﻌﺎل ﻟﻠﻘﻭﻯ‬
‫‪FY1‬‬ ‫‪FY2‬‬ ‫‪FY3‬‬ ‫‪FY4‬‬ ‫ﺍﻟﻤﺅﺜﺭﺓ ﻋﻠﻰ ﻋﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬
‫‪M2 M2‬‬ ‫‪M3 M3‬‬ ‫‪M4 M4‬‬ ‫ﻋﻨﺩ ﺍﻟﺭﻜﺎﺌﺯ ﺍﻟﺭﻴﺴﻴﺔ ﻟﻌﻤﻭﺩ‬
‫ﺍﻟﻤﺭﻓﻕ ﺒﺎﺘﺠﺎﻩ ﺍﻟﻤﺤﻭﺭ ‪. Y‬‬
‫‪RY1‬‬ ‫‪R'Y2 R''Y2 R'Y3 R''Y3 R'Y4 R''Y4‬‬ ‫‪RY5‬‬
‫‪ =M1,2,..‬ﻋـﺯﻭﻡ ﺍﻻﻨﺤــﻨﺎﺀ‬

‫ﺍﻟﺸﻜل )‪ (2‬ﻴﻤﺜل ﺍﻟﻤﺭﺍﺤل ﺍﻟﺘﺤﻠﻴﻠﻴﺔ ﻟﻌﺘﺒﺔ ﻤﻌﺭﻀﺔ ﺍﻟﻰ ﻗﻭﻯ ﻤﺴﺘﻌﺭﻀﺔ‬ ‫ﺍﻟﺩﺍﺨﻠﻴﺔ ‪.‬‬

‫‪θ‬‬ ‫‪W‬‬

‫‪φ‬‬
‫‪Ω‬‬
‫‪β ζ e dβ‬‬
‫‪Ωj‬‬ ‫‪ψ‬‬ ‫‪dt‬‬
‫‪R‬‬ ‫‪WT‬‬
‫‪Rj‬‬ ‫‪WR de‬‬
‫‪dt‬‬
‫‪φ‬‬
‫‪FX‬‬
‫‪FY‬‬

‫ﺍﻟﺸﻜل )‪ (3‬ﻤﻘﻁﻊ ﻋﺭﻀﻲ ﻟﺭﻜﻴﺯﺓ ﻫﺎﻴﺩﺭﻭﺩﻴﻨﺎﻤﻴﻜﻴﺔ‬

 ‫ﺘﺨﻤﻴﻥ ﻀﻐﻁ ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ‬ ‫ﻤﺠﻠﺔ ﺍﻟﻬﻨﺩﺴﺔ ﻭﺍﻟﺘﻜﻨﻭﻟﻭﺠﻴﺎ‪ ،‬ﺍﻟﻤﺠﻠﺩ‪ ، 26‬ﺍﻟﻌﺩﺩ‪2008،3‬‬
‫ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟﺩﺍﺨﻠﻲ ﺍﻵﻨﻲ ﺒﺎﺴﺘﺨﺩﺍﻡ‬
‫ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯﺍﺕ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬

‫ﻜﺘل ﺍﻻﺘﺯﺍﻥ‬ ‫ﺍﻟﺩﻭﻻﺏ ﺍﻟﻁﻴﺎﺭ‬

‫‪n-1‬‬ ‫‪Flywheel‬‬
‫‪Counter Weight‬‬

‫‪[F]n-1‬‬
‫ﺍﻟﺒﻜﺭﺓ‬
‫‪Pulley‬‬ ‫‪[P]2[P]3‬‬
‫‪[P]1‬‬
‫ﺍﻟﺸﻜل )‪ (4‬ﻨﻤﻭﺫﺝ ﻴﻭﻀﺢ ﺍﻟﻁﺭﻴﻘﺔ ﺍﻟﻤﺴﺘﺨﺩﻤﺔ ﻓﻲ‬
‫‪[F]3‬‬ ‫ﺍﻟﺘﺤﻠﻴل ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬
‫‪[F]2‬‬
‫‪[F]1‬‬

‫‪X‬‬ ‫‪Z‬‬ ‫&&‬

‫‪mY‬‬ ‫‪(Vay )i‬‬
‫‪ViL‬‬ ‫‪ViR‬‬
‫‪Y‬‬ ‫‪(MyL)i‬‬ ‫‪(MyR)i‬‬

‫‪mi‬‬

‫‪ViL‬‬ ‫‪( May )i‬‬ ‫‪ViR‬‬

‫ﺍﻟﺸﻜل )‪ (5‬ﻤﺨﻁﻁ ﺍﻟﺠﺴﻡ ﺍﻟﺤﺭ ﻟﻜﺘﻠﺔ )‪ (mi‬ﻓﻲ ﺍﺘﺠﺎﻩ ﺍﻟﻤﺤﻭﺭ ‪Y‬‬
‫‪R‬‬ ‫‪L‬‬
‫⎤‪⎡ Z‬‬ ‫⎡‬ ‫⎤ ‪0 ⎤ ⎡ Z‬‬
‫⎥ ⎢‬
‫⎥‪⎢X‬‬
‫⎢‬ ‫]‪[E‬‬ ‫]‪[0‬‬ ‫]‪[0‬‬ ‫]‪[0‬‬ ‫⎥⎥ ‪0 ⎥ ⎢⎢ X‬‬
‫⎢‬ ‫⎥‬
‫⎥‪⎢Y‬‬ ‫⎢‬ ‫⎥‪0 ⎥ ⎢Y‬‬
‫⎥ ⎢‬ ‫⎢‬ ‫⎢ ⎥‬ ‫⎥‬
‫⎥ ‪⎢ φz‬‬ ‫⎢‬ ‫⎥ ‪0 ⎥ ⎢ φZ‬‬
‫⎥ ‪⎢ φx‬‬ ‫⎢‬ ‫]‪[0‬‬ ‫]‪[E‬‬ ‫]‪[0‬‬ ‫]‪[0‬‬ ‫⎥ ‪0 ⎥ ⎢ φX‬‬
‫⎥ ⎢‬ ‫⎢‬ ‫⎢ ⎥‬ ‫⎥‬
‫⎥ ‪⎢ φy‬‬ ‫⎢‬ ‫⎥ ‪0 ⎥ ⎢ φY‬‬
‫‪⎢ V ⎥ = ⎢− mΩ 2‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫⎥ ‪− Vaz ⎥ ⎢ VZ‬‬
‫⎥ ⎢‬‫‪z‬‬
‫⎢‬ ‫⎢ ⎥‬ ‫⎥‬
‫⎥ ‪⎢ Vx‬‬ ‫‪⎢ 0‬‬ ‫‪− mΩ 2‬‬ ‫‪0‬‬ ‫]‪[0‬‬ ‫]‪[E‬‬ ‫]‪[0‬‬ ‫⎥ ‪− Vax ⎥ ⎢ VX‬‬
‫⎥ ‪⎢V‬‬ ‫‪⎢ 0‬‬ ‫‪0‬‬ ‫‪− mΩ‬‬ ‫‪2‬‬
‫⎥ ‪− Vay ⎥ ⎢ VY‬‬
‫⎥‪⎢ y‬‬ ‫⎢‬ ‫⎢ ⎥‬ ‫⎥‬
‫⎥ ‪⎢Mz‬‬ ‫⎢‬ ‫‪− Ω2 Iz‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫⎥ ‪− M az ⎥ ⎢ M Z‬‬
‫⎥ ⎢‬
‫⎥ ‪⎢M x‬‬
‫⎢‬ ‫]‪[0‬‬ ‫‪0‬‬ ‫‪− Ω2 I x‬‬ ‫‪jΩ 2 ∆I‬‬ ‫]‪[0‬‬ ‫]‪[E‬‬ ‫⎥⎥ ‪− M ax ⎥ ⎢⎢ M X‬‬
‫⎢‬ ‫⎥‬
‫⎥ ‪⎢M y‬‬ ‫⎢‬ ‫‪0‬‬ ‫‪− jΩ ∆I − Ω I y‬‬
‫‪2‬‬ ‫‪2‬‬
‫⎥ ‪− M ay ⎥ ⎢ M Y‬‬
‫⎥ ⎢‬ ‫⎢‬ ‫⎢ ⎥‬ ‫⎥‬
‫‪⎣ 1 ⎦i ⎣ 0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0 0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪1 ⎦ ⎣ 1 ⎦i‬‬

‫ﺍﻟﺸﻜل )‪ (6‬ﻤﺼﻔﻭﻓﺔ ﺍﻟﻨﻘﻁﺔ )‪.(i‬‬

 ‫ﺘﺨﻤﻴﻥ ﻀﻐﻁ ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ‬ ‫ﻤﺠﻠﺔ ﺍﻟﻬﻨﺩﺴﺔ ﻭﺍﻟﺘﻜﻨﻭﻟﻭﺠﻴﺎ‪ ،‬ﺍﻟﻤﺠﻠﺩ‪ ، 26‬ﺍﻟﻌﺩﺩ‪2008،3‬‬
‫ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟﺩﺍﺨﻠﻲ ﺍﻵﻨﻲ ﺒﺎﺴﺘﺨﺩﺍﻡ‬
‫ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯﺍﺕ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬

‫‪z‬‬ ‫‪x‬‬
‫‪VYL‬‬ ‫‪VYR‬‬
‫‪y‬‬
‫‪DXX‬‬ ‫‪DX‬‬

‫‪mi‬‬ ‫‪mPx‬‬

‫‪KX‬‬ ‫‪KX‬‬

‫‪KY‬‬ ‫‪DYY‬‬

‫ﺍﻟﺸﻜل )‪ (7‬ﺍﻻﻨﻤﻭﺫﺝ ﺍﻟﺭﻴﺎﻀﻲ‬

‫ﻟﻜﺭﺴﻲ ﺍﻟﺘﺤﻤﻴل‬
‫‪mPy‬‬

‫‪KY‬‬ ‫‪DY‬‬

‫‪R‬‬ ‫‪l‬‬
‫⎤‪⎡Z‬‬ ‫⎡‬ ‫‪0‬‬ ‫⎤‬ ‫⎤ ‪⎡ Z‬‬
‫⎥ ⎢‬ ‫⎢‬ ‫]‪[E‬‬ ‫]‪[0‬‬ ‫]‪[0‬‬ ‫]‪[0‬‬ ‫‪0‬‬ ‫⎥‬ ‫⎥ ⎢‬
‫‪X‬‬
‫⎥ ⎢‬ ‫⎢‬ ‫⎥‬ ‫⎥‪⎢X‬‬
‫⎥‪⎢Y‬‬ ‫⎢‬ ‫‪0‬‬ ‫⎥‬ ‫⎥‪⎢Y‬‬
‫⎥ ⎢‬ ‫⎢‬ ‫⎥‬ ‫⎥ ⎢‬
‫⎥ ‪⎢ φz‬‬ ‫⎢‬ ‫‪0‬‬ ‫⎥‬ ‫⎥ ‪⎢ φZ‬‬
‫⎥ ‪⎢ φx‬‬ ‫⎢‬ ‫]‪[0‬‬ ‫]‪[E‬‬ ‫]‪[0‬‬ ‫]‪[0‬‬ ‫‪0‬‬ ‫⎥‬ ‫⎥ ‪⎢ φX‬‬
‫⎥ ⎢‬ ‫⎢‬ ‫⎥‬ ‫⎥ ⎢‬
‫⎥ ‪⎢ φy‬‬ ‫⎢‬ ‫‪0‬‬ ‫⎥‬ ‫⎥ ‪⎢ φY‬‬
‫‪⎢ V ⎥ = ⎢− mΩ 2‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪Vaz‬‬ ‫⎥‬ ‫⎥ ‪⎢V‬‬
‫⎥‪⎢ z‬‬ ‫⎢‬ ‫⎥‬ ‫⎥‪⎢ Z‬‬
‫⎥ ‪⎢ Vx‬‬ ‫‪⎢ 0‬‬ ‫‪a 1 − mΩ 2‬‬ ‫‪0‬‬ ‫]‪[0‬‬ ‫]‪[E‬‬ ‫]‪[0‬‬ ‫⎥ ‪− FX + JΩ U − Vax‬‬
‫‪2‬‬
‫⎥ ‪⎢ VX‬‬
‫⎥ ‪⎢V‬‬ ‫‪⎢ 0‬‬ ‫‪0‬‬ ‫‪a 2 − mΩ‬‬ ‫‪2‬‬
‫⎥ ‪− FY − Ω 2 U − Vay‬‬ ‫⎥ ‪⎢V‬‬
‫⎥‪⎢ y‬‬ ‫⎢‬ ‫⎥‬ ‫⎥‪⎢ Y‬‬
‫⎥ ‪⎢ Mz‬‬ ‫⎢‬ ‫‪− Ω2 I Z‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪− M az‬‬ ‫⎥‬ ‫⎥ ‪⎢ MZ‬‬
‫⎥ ⎢‬ ‫⎢‬ ‫]‪[0‬‬ ‫‪0‬‬ ‫‪− Ω2 IX‬‬ ‫‪jΩ 2 ∆I‬‬ ‫]‪[0‬‬ ‫]‪[E‬‬ ‫‪− Max‬‬ ‫⎥‬ ‫⎥ ⎢‬
‫‪M‬‬
‫⎥‪⎢ x‬‬ ‫⎢‬ ‫⎥‬ ‫⎥ ‪⎢MX‬‬
‫⎥ ‪⎢M y‬‬ ‫⎢‬ ‫‪0‬‬ ‫‪− jΩ ∆I − Ω I y‬‬
‫‪2‬‬ ‫‪2‬‬
‫‪− M ay‬‬ ‫⎥‬ ‫⎥ ‪⎢M Y‬‬
‫⎥ ⎢‬ ‫⎢‬ ‫⎥‬ ‫⎥ ⎢‬
‫‪⎣ 1 ⎦i ⎣ 0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0 0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪1‬‬ ‫⎦‬ ‫‪⎣ 1 ⎦I‬‬

‫ﺍﻟﺸﻜل )‪ (8‬ﺍﻟﻤﺼﻔﻭﻓﺔ ﺍﻟﺨﺎﺼﺔ ﺒﻜﺭﺴﻲ ﺍﻟﺘﺤﻤﻴل‬

‫‪FX‬‬
‫‪i+1‬‬ ‫‪i+2‬‬ ‫‪i+3‬‬
‫‪z‬‬ ‫‪x‬‬
‫‪FY‬‬
‫‪VYL‬‬ ‫‪VYR‬‬
‫‪i-1‬‬ ‫‪i‬‬ ‫‪i+4 i+5‬‬ ‫‪y‬‬
‫‪k‬‬ ‫‪DXX‬‬
‫‪2‬‬ ‫‪mi‬‬
‫‪mR‬‬

‫‪o‬‬ ‫‪1‬‬
‫‪KXX‬‬
‫ﺍﻟﻔﺭﻉ ‪Branch‬‬
‫‪KYY‬‬ ‫‪DYY‬‬
‫ﻜﺘﻠﺔ ﺍﻻﺘﺯﺍﻥ ‪Counter weight‬‬
‫ﺍﻟﺸﻜل )‪ (10‬ﻨﻤﻭﺫﺝ ﻴﻭﻀﺢ ﺒﻨﺎﺀ ﺍﻟﺘﻔﺭﻉ‬
‫‪mR‬‬

‫ﺍﻟﺸﻜل )‪ (9‬ﺍﻻﻨﻤﻭﺫﺝ ﺍﻟﺭﻴﺎﻀﻲ ﻟﻜﺭﺴﻲ ﺍﻟﺘﺤﻤﻴل ﻟﻠﻨﻬﺎﻴﺔ ﺍﻟﻜﺒﺭﻯ ﻟﺫﺭﺍﻉ ﺍﻟﺘﻭﺼﻴل‬

 ‫ﺘﺨﻤﻴﻥ ﻀﻐﻁ ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ‬ ‫ﻤﺠﻠﺔ ﺍﻟﻬﻨﺩﺴﺔ ﻭﺍﻟﺘﻜﻨﻭﻟﻭﺠﻴﺎ‪ ،‬ﺍﻟﻤﺠﻠﺩ‪ ، 26‬ﺍﻟﻌﺩﺩ‪2008،3‬‬
‫ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟﺩﺍﺨﻠﻲ ﺍﻵﻨﻲ ﺒﺎﺴﺘﺨﺩﺍﻡ‬
‫ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯﺍﺕ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬

‫⎡‬ ‫‪0‬‬ ‫⎤‬

‫] ‪⎢ [E‬‬ ‫]‪[0‬‬ ‫]‪[0‬‬ ‫]‪[0‬‬ ‫‪0‬‬ ‫⎥‬
‫⎢‬ ‫⎥‬
‫⎢‬ ‫‪0‬‬ ‫⎥‬
‫⎢‬ ‫‪0‬‬ ‫⎥‬
‫⎢‬ ‫⎥‬
‫]‪[P]i = ⎢ [0‬‬ ‫]‪[E‬‬ ‫]‪[0‬‬ ‫]‪[0‬‬ ‫‪0‬‬ ‫⎥‬
‫⎢‬ ‫‪0‬‬ ‫⎥‬
‫⎢‬ ‫⎥‬
‫‪⎢U U −1‬‬ ‫]‪[E‬‬ ‫]‪[0‬‬ ‫⎥‬
‫‪U‬‬ ‫‪− U PV U −VV1 U V‬‬
‫‪⎢ PV VV‬‬ ‫]‪[0‬‬ ‫]‪[E‬‬ ‫‪P‬‬
‫⎥‬
‫⎢‬ ‫⎥‬
‫‪⎣0 0 0 0 0 0 0‬‬ ‫‪0 0 0 0 0‬‬ ‫‪1‬‬ ‫⎦‬

‫ﺍﻟﺸﻜل )‪ (11‬ﻤﺼﻔﻭﻓﺔ ﺍﻟﻨﻘﻁﺔ ﻟﻠﻤﺤﻁﺔ ﺍﻟﻤﺭﺘﺒﻁﺔ ﺒﺎﻟﺘﻔﺭﻉ‬

‫‪l‬‬ ‫‪R‬‬
‫⎤ ‪⎡ Z‬‬ ‫⎡‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪L‬‬
‫‪EA‬‬
‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫⎤‪0‬‬ ‫⎤ ‪⎡ Z‬‬
‫⎥ ‪⎢ X‬‬ ‫⎢‬ ‫⎥‬ ‫⎥ ‪⎢ X‬‬
‫⎢‬ ‫⎥‬ ‫⎢‬ ‫] ‪[E‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪L‬‬ ‫‪0‬‬ ‫‪f1‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪L2‬‬
‫‪2 EJ X‬‬
‫⎥‪0‬‬
‫⎢‬ ‫⎥‬
‫⎥ ‪⎢ Y‬‬ ‫⎢‬ ‫‪0 −L‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪f2‬‬ ‫‪0‬‬ ‫‪− 2 EJ‬‬
‫‪L‬‬ ‫‪2‬‬
‫‪0‬‬ ‫⎥‪0‬‬ ‫⎥ ‪⎢ Y‬‬
‫⎢‬ ‫⎥‬ ‫⎢‬ ‫‪Y‬‬
‫⎥‬ ‫⎢‬ ‫⎥‬
‫⎥ ‪⎢ φZ‬‬ ‫⎥ ‪⎢ φZ‬‬
‫‪L‬‬
‫⎢‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪GJ Z‬‬
‫‪0‬‬ ‫‪0‬‬ ‫⎥‪0‬‬
‫⎥ ‪⎢ φX‬‬ ‫⎢‬
‫⎢‬
‫]‪[0‬‬ ‫] ‪[E‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪L2‬‬
‫‪2 EJ Y‬‬
‫‪0‬‬ ‫‪L‬‬
‫‪EJ X‬‬
‫‪0‬‬ ‫⎥‪0‬‬
‫⎥‬
‫⎥ ‪⎢ φX‬‬
‫⎢‬ ‫⎥‬ ‫⎢‬ ‫⎥‬
‫⎥ ‪⎢ φY‬‬ ‫‪−‬‬ ‫⎥ ‪⎢ φY‬‬
‫‪L2‬‬
‫⎢‬ ‫‪0‬‬ ‫‪2 EJ X‬‬
‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪L‬‬
‫‪EJ Y‬‬
‫⎥‪0‬‬
‫⎢ = ⎥ ‪⎢ VZ‬‬ ‫⎥⎥‪0‬‬ ‫⎥ ‪⎢ VZ‬‬
‫⎢‬ ‫⎥‬ ‫⎢‬ ‫⎢‬ ‫⎥‬
‫⎥ ‪⎢ VX‬‬ ‫⎢‬ ‫]‪[0‬‬ ‫]‪[0‬‬ ‫] ‪[E‬‬ ‫]‪[0‬‬ ‫⎥‪0‬‬ ‫⎥ ‪⎢ VX‬‬
‫⎥ ‪⎢V‬‬ ‫⎢‬ ‫⎥‬ ‫⎥ ‪⎢V‬‬
‫⎥‪⎢ Y‬‬ ‫⎢‬ ‫⎥‪0‬‬ ‫⎥‪⎢ Y‬‬
‫⎥ ‪⎢M Z‬‬ ‫⎢‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫⎥‪0‬‬ ‫⎥ ‪⎢M Z‬‬
‫⎥ ‪⎢M‬‬ ‫⎢‬ ‫⎥‬ ‫⎥ ‪⎢M‬‬
‫⎥‪⎢ X‬‬ ‫⎢‬ ‫]‪[0‬‬ ‫]‪[0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪L‬‬ ‫] ‪[E‬‬ ‫⎥‪0‬‬ ‫⎥‪⎢ X‬‬
‫⎥ ‪⎢M Y‬‬ ‫⎢‬ ‫‪0‬‬ ‫‪−L‬‬ ‫‪0‬‬ ‫⎥‪0‬‬ ‫⎥ ‪⎢M Y‬‬
‫⎢‬ ‫⎥‬ ‫⎢‬ ‫⎥‬ ‫⎢‬ ‫⎥‬
‫‪⎣ 1 ⎦ I ⎢⎣0‬‬ ‫‪0‬‬ ‫‪0 0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫‪0‬‬ ‫⎥⎦ ‪1‬‬ ‫‪⎣ 1 ⎦ I−1‬‬

‫ﺍﻟﺸﻜل )‪ (12‬ﺍﻟﺼﻴﻐﺔ ﺍﻟﺭﻴﺎﻀﻴﺔ ﻟﻤﺼﻔﻭﻓﺔ ﺍﻟﻤﺠﺎل‬

‫‪− L3 χ Y .L‬‬ ‫‪− L3 χ χ .L‬‬
‫= ‪f2‬‬ ‫‪+‬‬ ‫= ‪f1‬‬ ‫‪+‬‬
‫‪6EJ X‬‬ ‫‪GA‬‬ ‫‪6EJ Y GA‬‬

‫‪Y‬‬ ‫‪Z‬‬ ‫‪X‬‬ ‫‪Z‬‬

‫‪x iR‬‬ ‫) ‪(M‬‬ ‫‪L‬‬

‫‪y i −1‬‬
‫‪x iL‬‬
‫‪y iR‬‬ ‫‪(M x )iL−1‬‬ ‫‪y iL‬‬

‫‪VxR‬‬
‫) ‪(M‬‬‫‪R‬‬
‫‪y i −1‬‬
‫‪VxL‬‬ ‫‪VyR‬‬
‫‪(M x )iR−1‬‬ ‫‪VyL‬‬

‫) ‪(φ‬‬ ‫‪R‬‬
‫‪y i −1‬‬ ‫‪(φx )iR−1‬‬
‫‪Li‬‬ ‫‪Li‬‬
‫‪X‬‬ ‫‪y‬‬

‫ﺍﻟﺸﻜل )‪ (14‬ﻤﻘﻁﻊ ﻋﺘﺒﺔ ﻤﻬﻤﻠﺔ ﺍﻟﻭﺯﻥ ﻓﻲ ﺍﻟﻤﺴﺘﻭﻱ )‪-Z‬‬ ‫ﺍﻟﺸﻜل )‪ (13‬ﻤﻘﻁﻊ ﻋﺘﺒﺔ ﻤﻬﻤﻠﺔ ﺍﻟﻭﺯﻥ ﻓﻲ ﺍﻟﻤﺴﺘﻭﻱ )‪(Y-Z‬‬
 ‫ﺘﺨﻤﻴﻥ ﻀﻐﻁ ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ‬ ‫ﻤﺠﻠﺔ ﺍﻟﻬﻨﺩﺴﺔ ﻭﺍﻟﺘﻜﻨﻭﻟﻭﺠﻴﺎ‪ ،‬ﺍﻟﻤﺠﻠﺩ‪ ، 26‬ﺍﻟﻌﺩﺩ‪2008،3‬‬
‫ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟﺩﺍﺨﻠﻲ ﺍﻵﻨﻲ ﺒﺎﺴﺘﺨﺩﺍﻡ‬
‫ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯﺍﺕ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬
‫‪X‬‬ ‫‪X‬‬
‫‪Z‬‬ ‫‪Z‬‬

‫‪(MZ )iL‬‬ ‫‪(Z)iL‬‬

‫) ‪(V‬‬ ‫‪MZ )i−1‬‬
‫‪R‬‬
‫‪R‬‬

‫‪(VZ )iL‬‬
‫‪Z i −1‬‬

‫‪(Z)iR−1‬‬ ‫‪(Z)iR−1‬‬ ‫⎟⎞ ‪(VZ )iL L i‬‬

‫‪Y‬‬ ‫‪Y‬‬ ‫‪EA‬‬ ‫⎠‬
‫ﺍﻟﺸﻜل )‪ (15‬ﻋﺘﺒﺔ ﻤﻬﻤﻠﺔ ﺍﻟﻭﺯﻥ ﺘﺤﺕ ﺘﺄﺜﻴﺭ ﺍﻻﻫﺘﺯﺍﺯ ﺍﻟﻤﺤﻭﺭﻱ‬

‫‪Cylinder Pressure‬‬

‫‪26.65 bar‬‬

‫‪Vibration acceleration‬‬

‫‪P to P 0.0186ω2/Div‬‬

‫ﺍﻟﺸﻜل )‪ (16‬ﺍﻟﻘﺭﺍﺀﺍﺕ ﺍﻟﻌﻤﻠﻴﺔ ﻟﻠﻀﻐﻁ ﻓﻲ ﺍﻻﺴﻁﻭﺍﻨﺔ ﺍﻟﺜﺎﻟﺜﺔ ﻭﺍﻻﻫﺘﺯﺍﺯ ﻋﻨﺩ ﻜﺭﺴﻲ ﺍﻟﺘﺤﻤﻴل ﺍﻟﺭﺌﻴﺴﻲ‬
‫ﺍﻟﺭﺍﺒﻊ ﻋﻨﺩ ﺴﺭﻋﺔ ﺩﻭﺭﺍﻨﻴﺔ )‪(motoring pressure) (700 r.p.m‬‬

‫‪Cylinder Pressure‬‬

‫‪26.65 bar‬‬

‫‪Vibration acceleration‬‬

‫‪P to P 0.0186ω2/Div‬‬
‫ﺍﻟﺸﻜل )‪ (17‬ﺍﻟﻘﺭﺍﺀﺍﺕ ﺍﻟﻌﻤﻠﻴﺔ ﻟﻠﻀﻐﻁ ﻓﻲ ﺍﻻﺴﻁﻭﺍﻨﺔ ﺍﻟﺜﺎﻟﺜﺔ ﻭﺍﻻﻫﺘﺯﺍﺯ ﻋﻨـﺩ ﻜﺭﺴـﻲ ﺍﻟﺘﺤﻤﻴـل‬
‫ﺍﻟﺭﺌﻴﺴﻲ ﺍﻟﺭﺍﺒﻊ ﻋﻨﺩ ﺴﺭﻋﺔ ﺩﻭﺭﺍﻨﻴﺔ )‪(motoring pressure) (900 r.p.m‬‬
 ‫ﺘﺨﻤﻴﻥ ﻀﻐﻁ ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ‬ ‫ﻤﺠﻠﺔ ﺍﻟﻬﻨﺩﺴﺔ ﻭﺍﻟﺘﻜﻨﻭﻟﻭﺠﻴﺎ‪ ،‬ﺍﻟﻤﺠﻠﺩ‪ ، 26‬ﺍﻟﻌﺩﺩ‪2008،3‬‬
‫ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟﺩﺍﺨﻠﻲ ﺍﻵﻨﻲ ﺒﺎﺴﺘﺨﺩﺍﻡ‬
‫ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯﺍﺕ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬

‫‪3.5‬‬

‫‪3‬‬ ‫‪Amplitude Error %‬‬

‫‪2.5‬‬ ‫‪Pressure Error %‬‬

‫‪2‬‬
‫)‪Error (%‬‬

‫‪1.5‬‬

‫‪1‬‬
‫‪0.5‬‬
‫‪0‬‬
‫‪0‬‬ ‫‪10‬‬ ‫‪20‬‬ ‫‪30‬‬ ‫‪40‬‬ ‫‪50‬‬ ‫‪60‬‬ ‫‪70‬‬ ‫‪80‬‬ ‫‪90‬‬
‫‪-0.5‬‬
‫)‪crank angle (deg‬‬

‫ﺍﻟﺸﻜل )‪ (18‬ﻨﺴﺒﺔ ﺍﻟﺨﻁﺄ ﻟﻠﻀﻐﻁ ﻭﺴﻌﺔ ﺍﻻﻫﺘﺯﺍﺯ ﻋﻨﺩ ﺍﻻﺨﺘﺒﺎﺭ ﺍﻻﻭل‬

‫‪50‬‬

‫‪45‬‬ ‫‪Experimental Pressure‬‬

‫‪Indicated Pressure‬‬
‫‪40‬‬

‫‪35‬‬
‫)‪Pressure (bar‬‬

‫‪30‬‬

‫‪25‬‬

‫‪20‬‬

‫‪15‬‬

‫‪10‬‬

‫‪5‬‬

‫‪0‬‬
‫‪-150.00‬‬ ‫‪-100.00‬‬ ‫‪-50.00‬‬ ‫‪0.00‬‬ ‫‪50.00‬‬ ‫‪100.00‬‬ ‫‪150.00‬‬
‫)‪crank angle (deg‬‬

‫ﺍﻟﺸﻜل )‪ (19‬ﺸﻜل ﺘﻭﺯﻴﻊ ﺍﻟﻀﻐﻁ )ﺍﻟﻤﻘﺎﺱ ﻭﺍﻟﻤﺨﻤﻥ( ﺩﺍﺨل ﺍﻻﺴﻁﻭﺍﻨﺔ ﺍﻻﻭﻟﻰ‬

 ‫ﺘﺨﻤﻴﻥ ﻀﻐﻁ ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ‬ ‫ﻤﺠﻠﺔ ﺍﻟﻬﻨﺩﺴﺔ ﻭﺍﻟﺘﻜﻨﻭﻟﻭﺠﻴﺎ‪ ،‬ﺍﻟﻤﺠﻠﺩ‪ ، 26‬ﺍﻟﻌﺩﺩ‪2008،3‬‬
‫ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟﺩﺍﺨﻠﻲ ﺍﻵﻨﻲ ﺒﺎﺴﺘﺨﺩﺍﻡ‬
‫ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯﺍﺕ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬

‫‪9.E-01‬‬
‫‪300 r.p.m‬‬
‫‪8.E-01‬‬ ‫‪500 r.p.m‬‬

‫‪7.E-01‬‬ ‫‪700 r.p.m‬‬

‫)‪Kx (dimensionless‬‬

‫‪900 r.p.m‬‬
‫‪6.E-01‬‬
‫‪1100 r.p.m‬‬
‫‪5.E-01‬‬

‫‪4.E-01‬‬

‫‪3.E-01‬‬

‫‪2.E-01‬‬

‫‪1.E-01‬‬

‫‪0.E+00‬‬
‫‪0.E+00‬‬ ‫‪2.E+01‬‬ ‫‪4.E+01‬‬ ‫‪6.E+01‬‬ ‫‪8.E+01‬‬ ‫‪1.E+02‬‬ ‫‪1.E+02‬‬ ‫‪1.E+02‬‬ ‫‪2.E+02‬‬ ‫‪2.E+02‬‬
‫‪-1.E-01‬‬

‫)‪crank angle (deg‬‬

‫ﺍﻟﺸﻜل )‪ (20‬ﻤﻌﺎﻤل ﺍﻟﺠﺴﺎﺌﺔ ﺍﻟﻼﺒﻌﺩﻱ ﺒﺎﺘﺠﺎﻩ )‪ (X‬ﻟﻜﺭﺴﻲ ﺍﻟﺘﺤﻤﻴل ﺍﻟﺭﺌﻴﺴﻲ ﺍﻻﻭل ﻋﻨﺩ ﺴﺭﻉ ﺩﻭﺭﺍﻨﻴﺔ ﻤﺨﺘﻠﻔﺔ‬

‫‪300 r.p.m‬‬
‫‪500 r.p.m‬‬
‫‪700 r.p.m‬‬
‫‪800‬‬
‫‪900 r.p.m‬‬
‫‪700‬‬
‫‪1100 r.p.m‬‬
‫)‪Dx(dimensionless‬‬

‫‪600‬‬
‫‪500‬‬
‫‪400‬‬
‫‪300‬‬
‫‪200‬‬
‫‪100‬‬
‫‪0‬‬
‫‪-100 0‬‬ ‫‪20‬‬ ‫‪40‬‬ ‫‪60‬‬ ‫‪80‬‬ ‫‪100‬‬ ‫‪120‬‬ ‫‪140‬‬ ‫‪160‬‬ ‫‪180‬‬

‫‪-200‬‬

‫)‪crank angle (deg‬‬

‫ﺍﻟﺸﻜل )‪ (21‬ﻤﻌﺎﻤل ﺍﻟﺘﺨﻤﻴﺩ ﺍﻟﻼﺒﻌﺩﻱ ﺒﺎﺘﺠﺎﻩ )‪ (X‬ﻟﻜﺭﺴﻲ ﺍﻟﺘﺤﻤﻴل ﺍﻟﺭﺌﻴﺴﻲ ﺍﻻﻭل ﻭﻋﻨﺩ ﺴﺭﻉ ﺩﻭﺭﺍﻨﻴﺔ ﻤﺨﺘﻠﻔﺔ‬

‫ﺍﻟﻤﺨﻁﻁ ﺍﻻﻨﺴﻴﺎﺒﻲ ﻟﺒﺭﻨﺎﻤﺞ ﺤﺴﺎﺏ ﻀﻐﻁ ﺍﻟﻐﺎﺯ ‪.‬‬

 ‫ﺘﺨﻤﻴﻥ ﻀﻐﻁ ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ‬ 2008،3‫ ﺍﻟﻌﺩﺩ‬، 26‫ ﺍﻟﻤﺠﻠﺩ‬،‫ﻤﺠﻠﺔ ﺍﻟﻬﻨﺩﺴﺔ ﻭﺍﻟﺘﻜﻨﻭﻟﻭﺠﻴﺎ‬
‫ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟﺩﺍﺨﻠﻲ ﺍﻵﻨﻲ ﺒﺎﺴﺘﺨﺩﺍﻡ‬
‫ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯﺍﺕ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬

Start

Read input data

Calculate scaling factors for dimensionless purpose

Procedure of predicting the

instantaneous pressure

LVIA=1

CALL POIN
Point matrix

(B) ‫ﺍﻟﻤﻠﺤﻕ‬

[ ( )]
FR = − g R (ε, β ) + f R ε& , β&

[ ( )]
FT = g T (ε, β ) + f T ε& , β&
 ‫ﺘﺨﻤﻴﻥ ﻀﻐﻁ ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ‬ 2008،3‫ ﺍﻟﻌﺩﺩ‬، 26‫ ﺍﻟﻤﺠﻠﺩ‬،‫ﻤﺠﻠﺔ ﺍﻟﻬﻨﺩﺴﺔ ﻭﺍﻟﺘﻜﻨﻭﻟﻭﺠﻴﺎ‬
‫ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟﺩﺍﺨﻠﻲ ﺍﻵﻨﻲ ﺒﺎﺴﺘﺨﺩﺍﻡ‬
‫ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯﺍﺕ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬
⎡ ∂g ⎛ ∂g ⎞ 1 ⎛ 1 ∂g R (g T + f T ) ∂g T ⎞ ⎤
K XX = − ⎢ R sin 2 β + ⎜ g R + f R − T ⎟ cos 2 β + ⎜ + − ⎟ sin β cos β ⎥
⎣ ∂ε ⎝ ∂β ⎠ ε ⎝ ε ∂β ε ∂ε ⎠ ⎦

⎡⎛ ∂ g ⎞1 ∂g ⎛ 1 ∂g R (g T + f T ) ∂g T ⎞ ⎤
K YY = − ⎢⎜ − T + g R + f R ⎟ sin 2 β − R cos 2 β + ⎜ − − + ⎟ sin β cos β ⎥
⎣⎝ ∂β ⎠ε ∂ε ⎝ ε ∂β ε ∂ε ⎠ ⎦

⎡ ∂f 1 ∂f T ⎛ 1 ∂f R ∂f T ⎞ ⎤
DXX = − ⎢ R sin 2 β − cos 2
β + ⎜ − ⎟ sin β cos β⎥
ε ∂ β& ⎜ ε ∂ β& ∂ε& ⎟
⎣⎢ ∂ε
&
⎝ ⎠ ⎦⎥

⎡ ∂f 1 ∂f ⎛ ∂f 1 ∂f R ⎞ ⎤
DYY = − ⎢− &T sin 2 β + R cos2 β + ⎜⎜ T − & ⎟
⎟ sin β cos β⎥
⎣⎢ ∂ β ε ∂ε& ⎝ ∂ε ε ∂ β ⎠
&
⎦⎥
 ‫ﺘﺨﻤﻴﻥ ﻀﻐﻁ ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ‬ 2008،3‫ ﺍﻟﻌﺩﺩ‬، 26‫ ﺍﻟﻤﺠﻠﺩ‬،‫ﻤﺠﻠﺔ ﺍﻟﻬﻨﺩﺴﺔ ﻭﺍﻟﺘﻜﻨﻭﻟﻭﺠﻴﺎ‬
‫ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟﺩﺍﺨﻠﻲ ﺍﻵﻨﻲ ﺒﺎﺴﺘﺨﺩﺍﻡ‬
‫ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯﺍﺕ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬

: (Zetor M-type) ‫ ﻴﺒﻴﻥ ﺍﻟﻤﻭﺍﺼﻔﺎﺕ ﺍﻟﻬﻨﺩﺴﻴﺔ ﻟﻤﺤﺭﻙ ﺍﻟﺩﻴﺯل‬: (C) ‫ﺍﻟﻤﻠﺤﻕ‬

(1) Bearing length (total) :

First main bearing 40 mm
Second , third and fourth main bearing 32 mm
Fifth main bearing 34 mm
First to fourth big-end bearing 32 mm
(2) Bearing diameter :
Main bearing diameter 70 mm
Big-end bearing diameter 60 mm

(3) Radial clearance : 19 µm

(4) Length of connecting rod : 220 mm

(5) Crank radius : 55 mm

(6) Bearing grooving , central and circumferential : 8 mm

(7) Bearing length of one land :
First main bearing 16 mm
Second , third and fourth main bearing 12 mm
Fifth main bearing 13 mm
First to fourth big-end bearing 12 mm
(8) Weight of pistons and gudgeon pin : 1562.8 gm
(9) Weight of connecting rod : 985.6 gm

(10) Engine speed 300 – 1100 r.p.m

 ‫ﺘﺨﻤﻴﻥ ﻀﻐﻁ ﺍﺴﻁﻭﺍﻨﺔ ﻤﺤﺭﻙ‬ ‫ﻤﺠﻠﺔ ﺍﻟﻬﻨﺩﺴﺔ ﻭﺍﻟﺘﻜﻨﻭﻟﻭﺠﻴﺎ‪ ،‬ﺍﻟﻤﺠﻠﺩ‪ ، 26‬ﺍﻟﻌﺩﺩ‪2008،3‬‬
‫ﺍﻻﺤﺘﺭﺍﻕ ﺍﻟﺩﺍﺨﻠﻲ ﺍﻵﻨﻲ ﺒﺎﺴﺘﺨﺩﺍﻡ‬
‫ﺘﺤﻠﻴل ﺍﻻﻫﺘﺯﺍﺯﺍﺕ ﻟﻌﻤﻭﺩ ﺍﻟﻤﺭﻓﻕ‬