ja SE a Dynamic VIBRATION ABSORBERS 6.1 INTRODUCTION ‘An auxiliary mass is often resiliently attached to a vibrating system through = spring edior damper. Such a secondary system, broadly classified as a dynamic vibration sieorber, reduces the vibration level of the original (primary) system. Unlike the other methods of vibration control which are incorporated when designing a system, @ vibration iorber can be conveniently added to an existing system. A vibration absorber is more aptly called a vibration neutralizer when the auxiliary mass is attached fo an undamped primary system through only an clastic element. This type of neutralizer controls the vowatien of the primary system by nullifying the excitation. Another type of absorber, known 2s auxiliary mass damper, connects the auxiliary mass by only 4 dissipative Soment whereby the vibrational energy of the primary system is absorbed. In general, the auxiliary mass is connected through both elastic and dissipative elements and the secondary system is then referred to as a damped absorber. Valve Figure 6.1-1 Oscillating water in a U-tube for controlling ship rolling The dynamic vibration absorber (DVA) has been effectively used for controlling the vibration in a large number of practical situations. For example, it has been applied in Various forms to reduce the (i) vibration of the body of a small electric hair clipper, Gi) torsional oscillation of the crankshaft of an engine, (iii) rolling motion of a shi > or yacht, (iv) vibration of long overhead transmission lines, (v) chatter of a cuttin, fail and (vi) noise in the aircraft cabin. The earliest published result on the a lication f the Nibration absorber is probably that from P. Watts in 1883 ({6-1)) Using a. 50-ton Vibration neutralizer, he reduced the rolling motion of the 9200-tor ae re Inflexible by a factor of 2. In 1902, H. Frahm used oscillating water in.a U-tube an secondary system for controlling the rolling motion of a ship (6-2). Th ae ee Frahm used is schematically shown in Fig. 6.1-1 where two half-filled ae connected by a water pipe at the bottom and by an air pipe with a EP ea ). ec Scanned with CamScannerand Europa used similar antirolling tanks and reduced the jiners Bremen # i ; a / Germ aye (e 15") bya factor of ihe theory underlying the vibration neutralize mets chapter, we shall FPS explaviference 10 the rectilinear oscillatory systems d ped absorbers may tat yn, This theory would be equally applicable to 4 Sal ic exe s are appropriately modified, ¢.g., moment of ‘a harmoni subjected to a harmor parameter: ti Deal system if the Sy lem pa ider how in a nonsynchronous or broad- band torsional s -n consi gs, We shall then consice! lay u ia instead of mass. We the various design parameters. In so doing, we shall, in excitation we may opuT’?’ ein parameters In so din, We shal i i a cI 10 the hardware me n c several instances, BO all often assume that the primary system is undamped since an ve : In ot occurs mostly in avery lightly damped system. excess 6.2 DYNAMIC VIBRATION NEUTRALIZERS Let us consider an undamped single degree-of-freedom system of mass 7m) and stiffness hh. This represents the primary system; let it be subjected to a harmonic force excitation Fe! The secondary system (the neutralizer) consists of a spring k2 and a mass m) (Fig. 6.2-1). The responses of the masses from their respective equilibrium positions are denoted by Z, for m; and by , for m; . The equations of motion for the masses can be written as mi, +h, +k, (%-%)=Fe™, (62-1) 2th -4)=0. (622) Im the steady state, the solutions to these two equations are assumed to be & = X e™ and z - eg ae : uo #, = X,e™ . Substituting these in eqns. (6.2-1) and (6.2-2), we get (+h ~mo)X,-X, =F, (6.2-3) kX, + (hy ~myo*) X. 6.24) Solving eqns. (6.2-3) and (6.2-4), we obtain - be F(k,~mo?) ktkomo? (+k, =mo (k= mo* = (6.2-5) x. "hao ky thy = ) (+h mo) (k~mo?) aa (62-6) Scanned with CamScannervee 2-5) and (6.2-6), we readily see that if th : From eF5 ee eerecacy ie. its natural frequency 22 = (fy/m:)'* is made equal to a aa a ~F /k,. This implies the primary system comes to rest. The : ened by the secondary spring on mi, ie, 12, (since 3, =0), becomes - Fe". fe ee exciting force is nullified completely. Toss ld be noted that a tuned neutralizer makes the response of the primary system Ee eraifone\cequency (uae Nr | ii): So, the application of such a = er is limited to a synchronous operation. In Section 6.3, we shall discuss how a secteumiype neutralizer can be made selftuned so se to act as a neutralizer for calling the torsional oscillations of the crankshaft of an engine at all frequencies 7 ° on ds of operation). secondary system is tuned =k ia %= Ke Keio %= Ke Figure 6.2-1_ Vibration neutralizer for harmonic excitation ‘The tuned neutralizer, referred to earlier in this section, makes X,=0 at a particular Sequency, namely, @ = (k:/mz)', but introduces two freq "0 frequencies are the two natural frequencies, @ and a, dsiem shown in Fig. 6.2-1. These two natural frequencies of for which the denominator of eqn. (6.2-5) [the same ie, luencies when X,—+ oo. These of the two-degree-of-freedom are obtained as the two roots as that of eqn. (6.2-6)] is zero, (0° ~0*[(&, +4,)/m +(k,/m,) +h [(mm,)=0. (6.2-7) From this equation, we get OF +08 = (h, +h, )/m, +(k,/m,), (6.28) af0% = kk, /(mm,) (62-9) ‘tal lite, the neutralizer Parameters ky » Mz are chosen to satisfy the conditions that Scanned with CamScanneree and i fe i oO, i de; are sufficiently different from and ; are s - vo (© [F]/ dis within the allowable limit ° glare n« Iver response imary system being di (ii) the neutrail7 he near-resonance response of the Pris by substituting «, In most situations, | “his, we can further simplify t! ce, respectively, 10 to be control Fr Maen. cgns. (6.28), (6.2-9) Feduce, TE wm (kg/m , (ky) (hy (6.25 (0,00) +(0,/,.) = 2+ 1+ (62-1) 0,0, / 03, =). -11) leads to A simple algebraic manipulation of eqns. (6.2-10) and (6.2-11) wioe[tvtny*-tin Y 1, rg =[{44(m/m)}" (mg/m) V2. (62-13 Example 62-1 A section of the pipeline in an air-conditioning plant was found + Fesonate at 232 cycles/min which was the frequency imposed by the operating conditions A trial neutralizer, tuned to 232 cycles/min and having a mass | kg, was found to be Successful in suppressing the vibrations of the Pipeline. This tial neutralizer resulted © (wo natural frequencies of the combined system, namely, 198 cycles/min and cycles’ min, To take care of the possible Variations in the Operating conditions, it > Tequired to design a neutralizer, tuned to 232 cycles/min, that would shift the natural frequencies (of the combined system) outside the ran, 2 : les s Be 160-32 les m2 Determine the stiftiness and mass of the neutralizer required. ° a Solution Treating the pi Pipeline as a sing! a em of effective mass. We get, from ean. (62-10) fae the tal nese Sewom system of effect 198/232)" + (272/930)? 9 4 (m,/m,), where my (mass of the trial Neutralizer) = kg. From this i : iS equation, mx! m= 0.1025, i) 11, with the requited neutalizer, the low is 160 cycles/min, then the fa ral Bette! frequency (yy . | fa. (6211, voriscuttoe © SMH! frequency Ys) cy Gf) OF the combined 5 Combined system, fro" Scanned with CamScannerfpl2B2 = WIN oF fy IGA cycles/min. lie outside the desired range. [It inf, = 160 cycles/min, both the natural frequencies 4 be noted that if we assume f, ~ 320 eycles/min, then using eqn. (6.2-11).fi~ 168 ‘cles'min which is not accept . Now, using eqn, (6.2-10) for the required neutralizer, we get (160/232)' + (336,4/232/' = 2+ (my, /my), (c) where m3, is the mass of the neutralizer, From this equation, my, / my = 0,578. (d) Using eqns (b) and (4), we have mye / mz, = 5.64 oF my, ~ 5.64 % my = 5.64% 1 kg = kg. As this neutralizer is also tuned to 232 cycles/min, the stiffness kz, of the desired neutralizer can be obtained as ky, / my, = w2, =[2n% 232/602 or ka = 3329 N/m. Example 6.2-2_ The vacuum pump of an clectron beam set-up is schematically shown in Fig. 62-2. The pump is mounted on springs and a vertical, unbalanced force of frequency (w») equal to the rotational speed of the pump is gencrated. The amplitude of this force is 50 N at the normal working speed of the pump, which is 1500 rpm. The pump body is found to resonate at this speed, To control the vibration of the pump body, it is proposed to attach a neutralizer as indicated in the figure. This neutralizer should be tuned to 1500 rpm, and should be so designed that it satisfies the following constraints: (i) The resulting natural frequencies of the combined system should lie outside the range 1350-1650 cycles/min to take care of the possible variation in the pump speed. (ii) The available rattle space for the neutralizer mass is such that its peak-to-peak movement should not exceed 15 mm at the normal working speed. A trial neutralizer of mass 0.1 kg and tuned to 1500 rpm resulted in two natural frequencies of the combined system, namely, 1400 cycles/min and 1607 cycles/min, Determine the required stiffness and mass of the neutralizer. Solution Treating the pump body on springs as a single-degree-of freedom system of effective mass m, we get, from eqn. (6.2-10), for the trial neutralizer, (1400/1500)? + (1607/1500)' = 2+ (ma/m), (a) where ma, (mass of the trial neutralizer) = 0.1 kg. From this equation, my/ m= 0.019. ) If, with the actual neutralizer, the higher natural fr system is taken as 1650 cycles/min, then the lower marae] (gee tte combined ‘er natural frequency (f}) of the Scanned with CamScanner0 1500/ fi or op combined system, from eqn, (6,2-11), comes out as fe Samat ihe ms 1363.6 cycles/min which violates constraint (i) 8a, we i 1380 cycle neutralizer, the lower natural frequency (/)) of the combi 6 out to be fy /1509 eqn, (6,2-11), twins out 9 be fr /15 Th : al frequency (/5), fiom eqn. ( i at tobe 509 ay 330 feet fr iyelevisin Hence, with f= 1350 eye ; oF fe 1666.7 ey 500. fe 1880 i satisfied. Now, using eqn. (6.2-10) for this neutralizer, we fi ms (9 (1350/1500)? + (1666.7/1500)' = 2 (mas /m), ) Fr s equation, Where ms, is the mass of the neutralizer, From this equatio : (d) may | my, = 0.0446. Electron beam apparatus + > ‘1/2 Rattle space a Sel t (15 mm peak-to-peak) ‘ he inl c =} — vacuum pump assembly 2 = Supporting ————— spring Figure 6.2-2 Vacuum pump assembly supported on springs Using eqns. (b) and (d), we obtain m,/ my = 2.347 or om, kg. As the neutralizer is tuned to 1500 cycles/min, the stiffness be obtained as ko, / ms, = w Let us now check whether this neutralizer satisfies constraint (ii). At 1500 rpm, the amplitude of the neutralizer mass is/FI/A,,, where (| | is the amplitude of the exciting force. This tums Out to be 50/5785 m = 8.643 mm. So, the Peak-to-peak movement is 2 ee + Menee, the values of ks, and mz, We have obtained Let us design the neutralizer with Constraint (ii) as the amplitude of the neutralizer mass to 152 mm at 1500 rpm, the To restrict the S required is Mtn fox = 50I(15/2) = 6666.7 Nim, @ In order to be tuned to 1500 cycles/min, the Neutralizer mass Mea Needed then i » 2a Needed then is fas! y= wh, = (On *1500/60)' or my, 9.27 ky wo Scanned with CamScannerpyNAMIC VIBRATION ABSORBERS 105 with the values of k2, and m, given by eqns. (c) and (f), let us check for constraint (i). from eqns. (b) and (1) with ma = 0.1, we get mzy/ m= 0.0513. (g) Using this equation in eqns. (6.2-12) and (6.2-13), the two natural frequencies of the combined system we obtain (within f= 1500 cycles/min) are fi= 1340 cycles/min, fy = 1679 cycles/min. So, with the values given by eqns. (¢) and (f), constraint (i) is also satisfied. Hence, the required stiffness and mass of the neutralizer are ky, = 6666.7 Nim and ms, = 0.27 kg. It should be noted that m, = 0.27 kg is the minimum required mass of the neutralizer. If the mass is increased, we shall get an oversafe design since this would mean a corresponding increase in kz,. However, in practice, it is advisable not to increase the total mass significantly. 6.3 SELF-TUNED PENDULUM NEUTRALIZER The tuning moment of an engine varies with time. In a multicylinder engine, the time period of the variation of the turning moment, i.c., of the excitation, depends on (i) the rotational speed of the engine, (ii) the number of cylinders, and (iii) the nature of the operating cycle (i.e., two-stroke or four-stroke). This dynamic turning moment gives rise to torsional oscillations of the crankshaft. In this section, we shall discuss how a pendulum-type neutralizer can remain self-tuned at all rotational speeds of the engine and thus control the torsional oscillations of the crankshaft. Figure 6.3-1 Pendulum with its support rotating in the horizontal plane 6.3.1 SELF-TUNING ‘The most dominant or the primary exciting frequency is given by w=Nn for a two-stroke cycle (6.3-1) Scanned with CamScanner “IS _ 22 OS oe ae een a ar a aa axoo ae Ee _of cylinders, ‘rotational speed of the engine. |“ yatural fs neglect je higher harmonics and take as the exciting frequency. TPS jdulum Frequency of a gravity pendulum Js (g/)'?, where isthe length of the Pen and gis the acceleration due to gravity. If the pendulum moves ina horizont™ P its hinge point O' (Fig. 6.3-1) rotating at a speed np with radius r, then the gravil of this (@) is replaced by the centrifugal field (gr ). So, the natural frequencY centrifugal pendulum becomes (63-2) co, = (r/)"” No. From our discussion in Section 6.2, we note that such a centrifugal pendulum ie eqns. to the crankshaft, can always remain tuned to the exciting frequency. ComP (63-1) and (6.3-2), we see that the necessary condition for self-tuning is =N? _ foratwo-stroke cycle = (Na)? for a four-stroke cycle, 6.3.2. RESPONSE OF CRANKSHAFT WITH CENTRIFUGAL PENDULUM The condition for self-tuning, ie., eqn. (6.3-3), can also be obtained by considering the sions of the crankshaft and the attached pendulum. A simplified analysis follows. ma, | may | (a) (b) Figure 6.3-2 (a) centrifugal pendulum and the crankshaft Pendulum on a crankshaft (b) Free body diagrams i Scanned with CamScannerpie >: ent i length | (<0' A) whose hinge pom Figure 6.3-2a shows a pendulum of mass m and length ome eae y is attached to the rotating crankshaft at 2 radius r. sn gles a 4 qoksat is denoted by @, whereas the motion of the pendulum relative to the a wi isindicated by g. The unit vectors along O' A and perpendicular to it are repre od j. respectively. The tuming moment on the crankshaft is written as T, + Te”, where is the mean value which overcomes the load torque and generates 2 constant nee yelocity (mq) and the harmonic part causes the torsional oscillations of the crankshaf . From simple plane kinematics, we can write the relative eoceleration of the point 4 with respect to O" as Ay =-i(6+4) 1+j(6+8)! (63-4) hecause the absolute motion of the line O'A is given by (4 ~ 9), Similarly the absolute acceleration of the point O’ (with respect to the fixed point O) is given by 859 =i(r&* cos¢— rising) + j(r6* sing + rd cos) - (63-5) Using a, = Q40= asc + Ago, we get the j-th component of a, as a) =1(6 +4)+r6* sing +r cos¢. (6.34) This has to be zero, otherwise, as explained in the free-body diagram of the pendulum (Fig. 63-2), the moment of the inertia force ma} about O' cannot be balanced. So, by making a, = 0, we finally get one equation of motion as 1(6+4)+r6 sing +rG cos =0. (63-7) The other equation of motion can be obtained from the free-body diagram of the crankshaft (Fig. 6.3-2b) with the known values of its moment of inertia and torsional stifiness. However, this equation along with eqn. (6.3-7) forms a set of nonlinear differential equations. To avoid a nonlinear analysis, we shall assume that the crankshaft ‘motion comprises a uniform motion (of angular velocity 1s) superimposed on a small harmonic motion of amplitude |6,| and frequency ws. Then, we can write 7 O=nt+d,0* 6=n,+ job,e* (6.3-8) =n, (a5 of6,| ] ]- 6.5- se Teal ( | 3 (65-13) For most appli applications, pp << ich, in vi 5), impli 5 (65-13) can then bea # eae in view of eqn. (6.5-5), implies N << 1. Equation 3u/{a(1+n)}] - (65-14) Scanned with CamScanner Som *PRINCIPLES uwee with yas given by this equation. The nature o ibility with frequency under optimum tuning and damping, § rn Fig, 65-3. It may be noted that, with increasing absorb, jinereases so that the maximum value of transmissibility = ses in the high-frequency region. In this contex ansmissibility increa: lect the discussion on eqn. (3.1-9). The nature of variation of of rows the variation Of Cor d the tra fhe reader is advised (0 recol ‘sibility, Tx. defined by eqn. (6.4-3), under optimum conditions is shown relative transmis 1 fact, the maximum allowable value of Tp often dictates the choice of th, ie reduced am in Fig. 05-4. In finn value of 0. 7 ott TT 0.3+ Eqn. (6.6-25) Eqn. (6.5-14), pit a L 0.0 1 001 002 0.0: Ve .05 he 0.2 05 Figure 65-2 Variation of optimum damping factor and loss factor wi atio opt ig damping factor and loss fac ith mass ri it increasing a 2 Figure 6.5.3. Variation of tran different vah SMissibili lues of mass rati issibili Ratio ty under optimum conditi Conditions with frequency {0 Scanned with CamScannerH increasing Q Figure 6.5-4 Variation of relative transmissibility under optimum conditions with frequency for different values of mass ratio Scanned with CamScanner6.8 GYROSCOPIC VIBRATION ABSORBERS The rolling motion ofa ship or yacht can the secondary system. Referring to Fig. 6.8-1, the ship a the gyrorotor undergo a precessional motion (0) in the plane of symmetry of the ship. The energy is dissipated by providing damping to this precessional motion, Let a rotating YYZ frame be attached t 7 that the angular velocity vector of the frame is 10 the gyro frame such that gul be controlled by using a gyrorotor as we note that the rolling motion (g) of p= de, + 6c, +00, (6.81) where ¢;, 2 , and ¢3 are the unit vectors along X, Y and Z, respectively. The angular velocity vector of the rotor is P, = Ge, +6e, +We,, (6.8-2) where t) is the spin velocity of the rotor. The angular momentum of the rotor is H= Ide, + /,6e, +1ye,, (6.8-3) where the moments of inertia of the rotor about the various axes are I= ly (6.8-4) So, the external torque on the gyrorotor’ is dH a) =) spxn 7 dt ( dt uz o =(1,4+1¥8)e, +(1,6-Ivd)e, (68-5) with } assumed to be a constant. Scanned with CamScannerNL Gyrorotér Figure 6.8-1 Gyroscopic vibration absorber for a ship in Fi tor must be below th icted in Fig. 6.8-1, the centre of mass (cm) ofthe gyrorotor b " ea axis so ik the gyrorotor is in equilibrium when ina working Position. Let thy ‘m,ga0 ~c6 (6.8.6) where m, is the mass of the gyrorotor and 9 is assumed to be small, From eqns. (6.8-5) and (6.8-6), 16-14 = —m, ga0 —c6 . (6.8-7) Considering the free-body diagram of the ship without the Syrorotor, we can write the quation for the rolling motion of the ship as ks= rotational stiffness of the ship in rolling motion = the ship and d= distance : msgd with ms = mass of ‘tween th 7 the ship, and meta Centre and the centre of mass of Ms= external torque applied to the Ship (by sea Waves). From eqn. (6.8.5), itis obvi us thi i Of eqn. (6.8-8) is the reaction gat the term wit Teaction tor eae que fr thin th : om ie ¢ Parentheses * We can rewrite eqn, (68-8) as ight-hand side Byrorotor on the right Assuming a harmonic excitatio® 16 +k b+ yb = Mel (689) Scanned with CamScannersubstituting the steady-state solutions @ = 6,e"" and 6 =e" in eqns. (6.8-7) and (o.8-9), we get 2 kb =| » (68-10) ea (68-10) where we have used the non-dimensional factors v (tuning ratio) =[m,gal, /(k,,) |", Q (frequency ratio) = o(1,/k,)”, & (damping ratio) = c/(4m,gal,)"" , (6.8-11) uu (inertia ratio) = (Jy) /(2m,gal,). Following the method outlined in Section 6.4, we can determine the optimum values of v and ¢ to minimize Tmax in the entire range of Q. It is left to the reader to verify that v,,, = ee 1)]'? [compare this with eqn. (6.5-1)]. It should be noted that, though the value ‘548 relatively very large, reasonable values of ican be obtained if the gyrorotor has a I i pai Paes he, Spin velocity x and a small value of a. If the optimum value of damping is used, © value of [él even with a large value of 4 (> 1), turns out to be too large. So, in Practi _o. ree. ave a the damping is kept at more than the optimum value. For the applications we ‘nsidered in this section, an active absorber (see Chapter 15) is more effective. Scanned with CamScannerShips or sea vessels required stabilization when they face heavy sea waves. A disturbing couple acts on the ships due to sea waves, hence stabilization of ships is necessary. Due to sea waves, ship will either roll or pitch. . The amplitude of rolling is much higher than the amplitude of Pitching. The gyroscope can be used for reducing the amplitude of rolling and hence, stabilizing the ship. The fundamental requirement of the gyroscopic stabilization is that, the gyroscope should be made to precess by some external means (€.g. electric motor) in such a way that, the reactive gyroscopic couple exerted by the rotor should oppose any disturbing couple which may act on the ship. Scanned with CamScanner‘shown in Fig. 2.8.1 fh oyant forces which are che disusbing couple i caused DY BUEYAR ve slope, awa) different on the two side of Fig. 2.8.1 : Rolling of Ship ‘To keep the ship on even keel, disturbing couple has (© be opposed by another couple of same magnitude and in opposite direction. ‘This is achieved by a gyroscope having horizontal rotor, aS shown in Fig. 2.8.2. “The shaft or axis of the rotor is made to process by an electric ‘motor in a vertical plane. Suppose the rotor rotates in an anticlockwise direction when viewed from the top. During steering, the spin axis does not process and will not cause any gyroscopic effect. Suppose the disturbing couple due to rolling action is acting in clockwise direction when viewed from the bow end. In this case, the axis of spin of rotor is made to process by an electric motor in clockwise direction when viewed from port side, as shown in Fig. 2.8.2. ‘This produces reactive gyroscopic couple, which opposes the disturbing couple. If the disturbing couple and the reactive gyroscopic couple are equal, then the ship will remain on the even keel. The rolling amplitude cannot be eliminated totally but its value can be reduced. It is important to note that, as rolling or disturbing couple is periodic in nature, reactive gyroscopic couple should also be periodic in nature. Scanned with CamScannerStem or AR (Rear Eng) Disturbing Couple Propeller 7 Bow mye 2 (Fore End) 7 TV ~ active a Gyroscopic Couple Yo, 2, est we Gyroscopic “6, “eg, Couple tabilization of Ship Scanned with CamScanner6.9 IMPACT ABSORBERS In an impact absorber, the secondary mass goes into repeated collisions with the primary vibratory system. The resulting vibration of the primary system is reduced by (i) transferring the momentum between the primary and secondary masses and (ii) converting the vibrational energy into noise and heat. In this section, we shall first give a simplified analysis for determining the optimum parameters of the impact absorber and then briefly present the stability analysis anc hardware mechanization of such an absorber. Scanned with CamScanner”e <— Figure 6.9-1 Models of impact damper (a) unsupported secondary mass without gravity effect (b) unsupported secondary mass with gravity effect (c) spring supported secondary mass with gravity effect As illustrated in Fig. 6.9-1, the secondary mass may not may (as in Fig. 6.9-1c) be supported by a spring. In Fi; role to play, whereas in Figs. 6.9-Ib and 6.9-Ic, it has 6]) that the performance of the type shown in Fig. 6.9-! type in Fig. 6.9-la and the type in Fig. 6.9-1b. in Figs. 6.9-la and 6,9-1b) of 6.9-la, the force of gravity has ects. It has been found ([6- c is best, followed in order by the Scanned with CamScannerDre 495 APPLICATIONS ‘The impact absorber is used in various forms. In most such forms, there is more than one impacting mass and several (and not just two) collisions per cycle of oscillation take wiyce. The presence of friction between the primary mass and the secondary mass(es) also Fetributes 10 the dissipation of vibrational energy. Therefore, a powder form of the ‘ondary ass (¢.g., tungsten powder having rough grains and sand) is often used. The use Sratel shots as the secondary mass is also not uncommon. The impact damper was first utilized for controlling the vibration of a steam turbine blade ({6-13]). For this, a hole was drilled through the blade, and the secondary mass, in the form of a bar, was suspended in the hole (see [6-1] for details of fixing the bar tothe disc). The axial vibration of the disc caused lateral impacts. The optimal clearance was determined experimentally and the impact absorber was found to be very effective in controlling the vibration and failure of the blade. The flow-induced vibration of tall, flexible structures, ¢.g., mast, chimney, and launch vehicle, has been successfully controlled by using the hanging chain Impact absorber ({6-14]). For this, the absorber which consists of a cluster of chains covered with a plastic tubing is hung inside the vibrating structure. The vibration gets reduced due to the repeated impacts of the structure with the chain links. aaa ae Clearance [-———2-+ To boring bar Hollow boring bar : (@) O) Figure 69-4 Impact damper for boring operation with impacting mass (a) in a hollow boring bar (b) at the end of the boring bar me Clearance Figure 6.9-5 Impact absorber attached to the tool Post of a lathe Another successful application of th is i - cessful application of the impact absorber is in the area of machini sagt example, consider a long boring bar. Its low stiffness makes ae i using ible to regenerative chatter. This chatter, it has been found, can be eae % impact absorber, as explained in Fig. 6.9.4, The impact vibration aber bee Scanned with CamScanner6.10 ABSORBERS AT TACHE SYSTEMS DTO CONTINUOUS In real life, a vibratory system is often treated bar, beam, and plate ([6-1], [6-5]). Sometimes, 17], (6-18), [6-19}). In what follows, we the lumped absorber and vonsias the cantilever beam as the primary System, bring out th nt points of th control of a continuous system. To design an absorber for 4 continuous systern, in addition to optimum tuning and damping, required to determine the opt location (i.e., the point at which the absorber has to be attached). As a thumb rr 5 advisable to attach (whenever possible) the absorber to the point of maximnur displacement of the primary system. Further, when determining the optimurn tunin; should remember that a continuous system has an infinite number of natural frequen 48 4 continy this “pplie: shall, using HOUS medium, ©, 28 % cn Lo the absorber is 6.10.1 ABSORBER ATTACHED TO THE END POIN’ CANTILEVER BEAM Figiat Fe TOFA . he Ped absorber (kp, co, ma) is alae! ae * the force transmitted to the foundati”® Scanned with CamScannerSnel SS SS Se and our objective ts to minimize the maximum value of 7. Denoting the transverse displacement of the beam in the steady state by WAH (e", (6.10-2) we get, from the elementary theory of beam vibration, W(x) = Acosh ny + Bsinh nv4 Cosmet Daina, (6,10-3) 4 mo? sthm= ; . : - , where n* = mo" (ET) with m = mass of the beanv/unit length and £7 flexural rigidity of the beam. The constants 4, B, C, and D are determined from the boundary conditions W(0)=0, (6.10-4a) a (6.10-4b) de (6.10-4c) aw ae ~EI Fel “FE, (6.10-4d) where F, is the force exerted by the absorber on the beam as shown in Fig. 6.10-Ib. As explained in this figure, we can express F, in terms of W(/) as follows. Denoting the displacement of m, by w,, =W,,e’ , we can write -m,w'W,, = F, F=k,[W()-W, }+qJo[ 7 (I)-W, ]. Eliminating W,, from the foregoing two equations, we get F, =[-kymo* - jo'me, WW (/[(4 = mya" )+ je, |. (6.10-5) Substituting this equation in eqn. (6.10-4d), we complete the set of boundary conditions (6.10-4) in terms of W and its derivatives. Thus, after solving for W (x) given by eqn. (6.10.3), we see the force transmitted to the foundation is Scanned with CamScanner_— 4 PRINCIPLES OF PASSIVE AND ACTIVE VIBRATION CONTRO, 142 = a W Ky = EI, ae (109 fier working through the algebraic details, we finally obtain the transmissibility, define After by eqn. (6.10-1), as rN IM) (6109 [D, +i where N, [1 ~(27/v?) |(cosh nl+cosnl), (6.10-83) N, =n (cosh nl + cosn/) , (6.10-8b) 0, =[1-(2'/v7) [(+cosh mi-+cosn!) + unl (sinh nl cos nl —cosh nl sin nl] (6,108 D,=n[(1+cosh nl +cos nl) + uni(sinh nl cosnl —cosh nisin nl)] —(6.10-84) with the excitation frequency ratio Q= wlw,, the tuning ratio y = factor » = ¢2w/k2, and the mass ratio =m (ml), @, being the p-th ofthe beam near which the absorber is tuned. The optimum values of v and 1 can be obtained following €ssentially the procedure plained in Section 6.4.2 ([6-5], [6-20]. With these optimum values (which depend on P), an absorber attached at the end of the beam will effectively Control both the first (p= }) and second (p = 2) resonances. We can, in the manner we have just explained, also ye a cantilever beam with an absorber attached at its midspan. The maximum smissibility so obtained exceeds that arrived at with the absorber at the Si or 2.95 when each absorber is optimally damped and tuned to the firs ' conn this are Bae out eI be 1.40 ae each absorber is tuned t, ce. The values 2.95 and 1.40 are ve Close to the factors b: i i 4 the free end exceeds that at the midspan for the first eae the amplitude Nbstantiates the thumb rule that an absorber is more ¢ ee Bo z a ffective when it ig ation (in the primary system) having the maximum displacement, Atached to a 4 /@,, the loss natural frequency Scanned with CamScannerSOR rt emacs Ur une ULITAUIE 1EgIUID WHEL anu wiul ausULow 6.12 SOME MORE APPLICATIONS OF PASSIVE VIBRATION ABSORBERS Earlier in this chapter, we analyzed the performance of various types of passive vibration absorbers, studying at the same time a few typical applications of most such absorbers in real life. In this section, we shall discuss some more interesting applications of the dynamic vibration absorber. For still more examples, see [6-1]. 6.12.1. ELECTRIC HAIR CLIPPER An electric hair clipper is schematically shown in Fig. 6.12-1 where the electromagnet M is operated by the mains. The electromagnet exerts a vibrating force on the cutter C. The frequency of this force is twice that of the supply from the mains. The cutter has a natural frequency sufficiently away from the frequency of the exciting force so that the motion of the cutter is fairly insensitive to damping. This ensures that the amplitude of cutter vibration is independent of the amount of hair it cuts. The vibratory movement of the cutter mechanism makes the housing vibrate in the direction opposite to this movement. This rather high frequency vibration of the housing is quite unpleasant for the user’s hands. The vibration of the housing, being ofa constant frequency, can be overcome to a great extent by a tuned dynamic neutralizer. labelled N in Fig. 6.12-1. The cutter C and the neutralizer mass N move in opposite phases with the result that the point on the housing right under N becomes stationary. In fact, two neutralizers (at right angles to the cutter movement) with a certain distance between them are used. Thus, two points on the housing are made stationary and the housing stops vibrating. In other words, with two neutralizers, the amplitudes of the two Scanned with CamScanneree utomatically get adjusted so as to counteract both the inertia force and the enerated by the cutter movement. The drawing of a patent of such a hair with details of all the constructional features is given in [6-1]. asses a coup clipper Figure 6.12-1 Electric hair clipper with a cantilever absorber 6.12.2. EARTH-MOVING MACHINERY AND HEAVY DUTY TRUCKS A distinguishing constructional feature of the widely used earth-moving machinery is the solid suspension in which the two axles are rigidly mounted. In this construction, the inherent damping is low and the machinery is often subjected to a large vibration due to the road roughness. Such a resonant vibration can be remedied by making the engine and tie radiator act as the absorber mass ([6-30)]. For this, the engine-radiator combination is resiliently supported on the main frame by using the compression springs and shock absorbers. The spring stiffness is chosen so that the absorber system is tuned near the natural frequency of the main frame. Further, the damping parameter of the shock absorbers is optimized. Ina heavy duty truck or tractor, the body vibrations are transmitted to the driver’s cabin and the steering wheel, thus adversely affecting the driving comfort and inducing driving fatigue, It has been found ({6-31]) that the driving comfort can be considerably improved if the engine is used as the absorber mass and its mounting stiffness is tuned to the exciting frequency. 612.3 STEEL FOOTBRIDGE Figure 6.12-2 Footbridge with vibration absorbers Scanned with CamScanneriow o SUL The damped vibration absorber has also been reportedly used ((6-32}) for controllin ; \vind-induced oscillation of a steel footbridge. Figure 6.12-2 schematically shows y i bridge with two columns hinged at C and C), It is in contact with the ground at 4 and» Further, the effective mass of its main span was 16,370 kg and natural frequency 1.96 Hz. Two damped absorbers of a total mass 710 kg were installed at the locations p and E, and the damping was optimized by making the air flow through a narrow annuly, between the cylinder and the piston. This reduced the resonance amplitude by a factor of almost five. 6.12.4 DC-9 AIRCRAFTS The measurements carried out inside the DC-9 aircrafts showed a rather excessive noise level in the rear. This level, for the window seats, varied from 88 dB in the forward section to 102 dB in the aft section. Further, for the aisle seats, it varied from 87 dB in the forward section to 98 dB in the aft section ([6-33]). The frequency analysis of this noise showed two distinct peaks, one around 120 Hz and the other around 180 Hz. Also, the frequency for the low-speed rotor varied from 115 Hz to 123 Hz and for the high-speed rotor from 174 Hz to 184 Hz. So, it was concluded that the source of this noise was the shell vibration caused by the unbalance of the high- and low-speed rotor ([6-34]). The measured response plots showed that the problem was essentially a localized one associated with large displacements of the aircraft structure in the vicinity of the forward engine-mounting bulkhead. To reduce the noise level, various remedies were attempted, These remedies and the results thus obtained can be summarized as follows: (First, the special soft rubber mounts and Belleville springs wer . rubber mounts brought about a slight decrease in the high frequency fe eae special increased the low-frequency (~120 Hz) noise. The Belleville springs z) noise but results because of the Coulomb damping at the interfaces, gave inconsistent (ii) Next, the damping treatment was given to the aft fuselage shell, Si of the shell vibration was low with insignificant strains in the 1. Since the amplitude improve the situation. Ping layer, this did not (iii) Then, the yoke was stiffened. This increased the noise level by 5 a8 @). (iv) Thereafter, the structure was stiffened. This showed some i a frequency around 180 Hz. But this remedy was both goed rey AL, especially at penalty. ly and had q high aa ly Fi eig (v) Eventually, four absorbers, two tuned to 120 Hz ang each end of the two yoke attachment bolts (Fig. 6,12.3)," "Y°'° 180 Hy » Were affixed t0 Scanned with CamScannerDiiveunen Absorbers (2 tuned at 120 Hz, 2 tuned at 180 Hz) Figure 6.12-3 Absorbers attached to the yoke attachment bolts of a DC-9 aircraft Of the locations, e.g., yoke tip and shell interior, this location was found to be most convenient and quite effective since it was in the path of transmission of vibration from the engine. For easy tuning, the absorbers were made in the form of cantilever beams with lumped masses which could be screwed in and out along the length of the beams. With these absorbers, the overall reduction in the noise level was 10 dB. The total mass of the absorbers was approximately 25 kg. For the absorbers to be effective in a wide frequency band, their total mass had to be raised to approximately 70 kg. Scanned with CamScanner