Vibration Isolation- Mounting Systems

Design of Mounts for better NVH of vehicles

Dr. M N Ambardekar ERC- NVH Centre Tata Motors Ltd.,Pune

August23, 2011

Automotive NVH: major transfer paths of vibrations

Vibration Transmission path Receiver source

Engine Mounts, Body Mounts, Suspension Bushes, Radiator Isolators, A/C compressor mounts, exhaust hangers

Low frequency models of vibration isolation

(1)

Two problems (2)

Fe e jt
Source

X t e j t

m k c

Xe jt

equipment

m k c
Isolator

Isolator

Ft e jt

Receiver

Host structure

X e e jt

Vibration Isolators in a Car or a Truck

Requirements of Engine-mounting systems

Vibration Isolation + structure-borne noise control
Engine-motion control + vehicle ride-comfort Durability Drivability of a car [koko /TITO jerks]
Cost / weight

Supporting engine on a Car-Frame Uniform load sharing

Isolator stiffness calculations Compression

A A l
E = 2 (1 + ) G

Shear

= Poisson's ratio
E = Young's modulus
G = shear modulus

h EA stiffness, k = l GA stiffness, k = h

Stiffness calculations

Inertia Forces due to Reciprocating Masses

1st order Engine In-line 2-cylinder 180 deg phase shift Force 0 Couple Unbalanced 0 Unbalanced 0 Force Unbalanced Unbalanced 0 Unbalanced 2nd order Couple 0 0 Unbalanced 0

In-Line 2-cylinder 360 Unbalanced deg phase shift In-line 3-cylinder In-line 4-cylinder 0 0

Combustion Torque Input on PT-mounting

Low frequency Mathematical model

The equation of motion is:

&& + cx & + kx = f (t ) mx
Fe e jt
Source
For harmonic excitation:

m k c

Xe jt

- 2m + j c + k X = Fe (1)

The transmitted force, Fr is given by:

Ft = ( k + jc ) X
Isolator
force transmissibility

(2)

Ft e jt

Receiver

Ft k + j c = TF = Fe k 2 m + j c

Force transmissibility from SDOF model (viscous damping)

10
2

Transmissibility

Force transmissibility, TF

10

=0.01 =0.03 =0.1 =0.3

10

1 + j 2 TF =
2

1 + j 2 n n

10

-1

10

-2

= 2 n
amplification
1

n =

k , m

c 2mn

10

-3

isolation
10

Non-dimensional frequency n

mobility analysis
Source Isolator Receiver

Ys
Vf
Free velocity

Yi

Yr

Vr

Vr = Vf .

Yr Yr + Ys + Yi

If no isolator is fitted, i.e., the receiver is rigidly connected directly to the source, then Yi=0, and Yr (2) V =V .
r f

Yr + Ys

Isolator effectiveness E =

Vr ( without isolator ) (2) = (1) Vr ( with isolator )

So

Yi E = 1+ Ys + Yr

Effect of frame flexibility

Rubber Mountstiffness N/mm 500 500 200 500

Enginestructure stiffness kN/mm 50 50 50 50

Mtg.Brkt stiffness kN/mm 10

Body-stiffness kN/mm 2 2 2 1

Isolation Effectiveness [dB] at freq. 100 Hz 20 dB = 90 % Isolation

1 10 10

12.5 7.3 19.1 8.9

Rubber mounts focused on Principal MI Axis of engine Decoupling ---- 6 DOFs

Torque Roll Axis of PT

KEF for pure modes

Decoupling Requirements: Focused Mounts

a/m
v/s

Ride comfort aspects

C e n tre o f P e rc u s s io n ty p e m o u n tin g D e -c o u p lin g re q u ire d o r n o t fo r P itc h a n d B o u n c e ?

E n g in e - m o u n t in g m o d e s a n d V e h ic le S u s p e n s io n m o d e s .. K e y - o n /k e y - o f f je r k s ; T o r t u r e - tr a c k
p e rfo rm a n c e ?

Location of PT as a part of vehicle Assly.

E n g in e - a s a D y n a m ic a b s o r b e r t o f le x ib le f r a m e s

Quality problem Combustion variations --- cylinder to cylinder variations --- OR--starving of engine -----freq. 8 to 10 Hz .. A critical band ------- Production variation

Modal Map of vehicle

Dynamic characteristics of Rubber Mounts

Dynamic Stiffness of Rubber Mounts till 200 Hz to be < 1.4 times Static Stiffness Loss Tangent = tan [] = damping force in rubber / spring force in rubber = C * 2 * pi * freq. / K
where K and C are respectively stiffness [N/m] and C damping coeff. [N sec/m] of the rubber-mount

Natural Rubber damping increases as its shore hardness Dynamic stiffness of the rubber-mounts of higher increases

Damping versus Isolation

Dynamic characteristics of Rubber Mounts

Damping is desirable only at Resonance Damping increases vibration transmissibility at off-resonant conditions; so < 6 deg or tan [] < 0.1 Thermal Fatigue of Rubbermounts ? Notching effect ----- reduce dynamic stiffness of the mounts only at a particular freq. of in-cab boom ??

Standing Waves in Rubber Isolators

100

Isolator effectiveness (dB)

80

60

Effectiveness of isolator with rigid source and receiver and massless isolator

40

20

Isolator resonance frequencies

0

-20

-40 -1 10

Source and receiver Fundamental resonance resonance frequencies frequency

10
0

10

10

Frequency [Hz] * 100

Advanced Materials

Conflicting requirements

Low stiffness and damping for excellent Vibration isolation against Inertia Forces & couples Combustion-torque

Restricted movement of PT: Vehicle key-on Key-.off jerks Tip-in-tip-out Launch-shake

Solutions
Passive Rubber Mounts Soft Rubber Isolators for Vibration Isolation But large static and dynamic displacements of Engine Bad Drivability of Vehicle Poor fatigue life of Rubber-part Active Mounts Stiff isolators can be used with frequency dependent damping &.or stiffness Excellent OA performance

Cost effective and Robust Progressively non-linear stiffness curve [stoppers to Rubber] Multi-directional Rubber-bushes

Costly delicate Less reliable

Hydra-mount
Rubber mount with a fluid

Specialty Hydra-mounts ----Dynamic stiffness increases as a function of frequency Semi-active mounts ---Electro-Rheological fluids usage

Active Mount

Engine Motion Control

Side-Stoppers in Rubber-mounts Torque-control arm shock absorbers

Transfer Paths of Vibrations in a car

Suspension System Bushes : Jounce Bumpers, Stabilizer Barbushes and Link-pivots

Driveline-Dynamics

Steering Wheel system dynamics

Damping Mass 0.5 kg Tuned freq. ~ 30 Hz

Exhaust system: vibration Isolation

Body / cab mounts

Various Tuned Dampers Gear-box dynamic absorber [ freq. 150-200 Hz] Power-train bending mode

Various Isolators

1. Door Lock De-coupler 2. Radiator Isolators

3. ECU de-couplers

Some other Mass Dampers found in premium cars

1. Brake Dampers 2. Battery Dampers 3. Sub-frame dampers 4. Floor Panel Dampers 5. Gear-shift Lever Damper / Mass

Engine parts with vibration isolators

1. Valve Tappet covers 2. Oil-sump isolators

3. Rubberized pulleys 4. Timing Pulley cover isolation 5. fuel-Injection-pump-cover isolation

Crankshaft Damper

Full vehicle NVH and Vibration Isolation elements

On engines that have a normal second order vibration, the following components, if defective or misadjusted, can allow the vibrations to be transferred into the passenger compartment.
Engine mounts Transmission mounts Exhaust mounts Body mounts Propshaft Slip Yoke A/C or power steering hoses Aftermarket accessories Other components

pipework

 Reference: Noise Control Engg. 2007

A need of reduction of Engine-exciation level

Critical evaluation

Idle shake is heart of NVH [ a first impression of carcustomers] This is a real test of Power-train mounting system since excitation freq. is close to natural freq. of Mounting system Idle In-cab noise is also dominated by structureborne noise of engine and hence here, too, the rubber-mounts below the power-train play a majopr role ..

Transfer Path Analysis and PT-mounts

NVH performance of vehicle: Subjective Rating [0-10 scale]

Average score

Boom

Idle-shake 10 8 6 4 2 0

key-on /off jerk

Tip-in-tip-out

Running vibrations

secondary ride

Vehicle drivability ---- low torque driving TITO / KOKO jerks

Dynamics

Overall Design of Engine Mounting

Rubber Mounts Vibration Isolation
Low and High Frequency Excitations

Engine Rocking

Fatigue Life
On Rough Roads
Heat

Ozone

oil

Fatigue Life of Rubber Mounts

Tensile Strength is not a useful indicator of Fatigue Performance

Laboratory Tests of uni-axial dynamic loading rarely correlate with service Performance of rubber mounts

Sinusoidal Testing for bond-strength

Laboroatry Test Freq. 2 Hz Temp. - 0.5 to + 1.5 times static service load 1 million Cycles To test minimum 10 samples to arrive at B10 life

Rubber Material Properties Excellent mechanical strength Good resistance to Heat, aging, Ozone high damping & good weather resistance

Natural Rubber

poor resistance to oil & Ozone poor resistance to grease Lower mechanical strength, dynamic properties change

EPDM

Butyl

Engine Mount Force Measurements

. Deformation of Rubber mounts as predicted by FEA

Allowable Stress & Strain in Rubber-mounts Dynamic Strain < 40 % Static strain < 20 % [compression]

Maximum stress < 0.50 N/ mm2

Reference: (1) Engg. with Rubber ed. by A N Gent (2) Theory and Practice of Engg. with Rubber by Freakley and Payne (3) Rubber Spring Design by Goebel

Crash safety needs from Engine-mounts

Inertia of power-train during frontal-impact

Damping

Nonlinear force-deflection response ================================================== Foundation Flexibility effects ??

Balancing conflicting requirements

For both Vibration Isolation and longer Fatigue Life] Mount Cross-section area --- to be higher (lower stresses) Thickness or Height of Rubber to be higher (lower stiffness in compression] Shore hardness --- to be higher { good mechanical properties}

Optimization output

--- Constraints!!

X-axis mount inclination ; Y-axis vibrations at Drivers Seat ; Z-axis mount stiffness

Multi-disciplinary optimization Volvo Approach [Ref. SAE 2011-01-1674]

DFMEA for Rubber-mounts Item A: Adhesive bond failure Item B: Fouling with stoppers

THANK YOU !