Automobile Power-train—Coupling Vibration Analysis on Vehicle

System
2 3 4
Heng DING 1; Weihua ZHANG ; Wuwei CHEN ; Peicheng Shi
1
Hefei University of Technology, China
2
Hefei University of Technology, China
3
Hefei University of Technology, China
4
Anhui Polytechnic University, China

ABSTRACT
Engine is one of the main vibration sources, and it has a big impact on the vibration characteristics of the car.
Reasonable design of suspension system can obviously reduce the vibration of automobile powertrain and the
body. Aiming at the vehicle vibration induced by automobile engine, the powertrain mounting system is put
into the environment of vehicle to study its coupling vibration characteristics. A multi-body dynamic model
including powertrain, vehicle, body and suspension system is established to carry out the simulation
calculation, then analyze the vibration transmissibility and the coupling vibration between powertrain and
vehicle. The research shows that there is difference in vibration characteristics between vehicle model and
six-degree-of-freedom model of mounting system. After optimizing the parameters of mounting system, the
vibration transmissibility has significantly reduced, thus the vibration reduction effect has been effectively
improved.
Keywords: powertrain, vehicle, coupling vibration I-INCE Classification of Subjects Number(s): 38.3

1. INTRODUCTION
With the rapid development of automotive technology and manufacturing, the performance of
Noise, Vibration and Harshness (NVH) is received more and more attention. The performance of NVH
is an important indicator to measure the quality of automobile. How to effectively isolate the vibration
transmission from engine to the body, and how to improve ride comfort have become a crucial content
during car design.
Viewing from the full vehicle system, there are two major sources which cause the automobile
vibration. One is the random road excitation in the process of driving; the other is the excitation
engendered by reciprocating inertia force during engine working. As the improvement of road
condition and the perfection of the automobile assemblies design, the effects of random road excitation
on ride comfort gradually weaken. The design of modern vehicle is more and more emphasis on
lightweight, while the mass of the engine is difficult to be reduced. This causes that the mass of the
engine accounts for a rising proportion in the whole vehicle mass. At the same time, more and more
cars use monolithic thin-walled structure body, which increases the body flexibility and vibration
trend. Therefore, minimizing the transmission of vibration and noise generated by the engine to the
body is the key of automobile vibration and noise reduction. And the powertrain mount as an important
element of vibration transmission is of great significance for isolating the vibration of the engine.
Matthew M B and Michael M [1~2] designed the decoupling of powertrain mounting system by
using the theory of impact center. Aiming at collocating inherent frequency of the system reasonably
and realizing the vibration decoupling between various degrees of freedom, it optimizes the design of
mounting system. The variables of optimization include mount rigidity, mount position and the ratio of
mount vertical and lateral rigidity. Finally the system vibration coupling between the various degrees
of freedom has been greatly reduced, and it ensured the reasonable distribution of system inherent
frequency. Demic M A and Crowther A R [3~4] take the roll motion decoupling, reduction of inherent

1
[email protected]
2
[email protected]
3
[email protected]
4
[email protected]

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frequency of the roll modal, mount point response force and torque in response as its optimization
goals, and it optimized the mount point location and mount characteristics. In order to make the engine
mounting system vibration between various degrees of freedom decoupled, it also decorates the
position and angle of mount components reasonably to make the elastic center locate in the center of
mass or the principal inertia axis of engine mounting system. Shang G and others [5~6] came up with
the mounting system optimization model built in torque axis coordinate system. Aiming at the system
inherent frequency, it optimized the calculation which was restrained by each degree of freedom
decoupling of the system and the first-order bending modal node. By adopting the method of matrix
decoupling applied to the rigidity of engine mounting system, it realized the vibration decoupling and
optimization design of the mounting system, as well as the improvement of vibration reduction effect.
Taking the mounting system rigidity and location as the design variables, Shi W and Zhang J [7]
optimized the vehicle, aiming at decoupling the rotational modal around x axis of the vehicle with the
three mobile modal and collocating vertical vibration modal and rotational mode reasonably (increase
the natural frequency of vertical vibration, reduce the natural frequency of the rotational modal).
Based on the above research, powertrain mounting system is in a vehicle which is a complicated
system with many degrees of freedom. When modeling, we should take the body mass, damping of the
suspension rigidity and the tire rigidity into account. The model should remarkably reflect the
powertrain modal and the movement coupling under the environment of the vehicle. Therefore, only
the complete vehicle model including body and suspension system can accurately analyze and control
various influence of excitation on vehicle vibration. As a result, it can determine the position of mount
components, the layout style and rigidity damping parameters and so on. It is of great importance for
the design of appropriate mounting system, as well as the reduction of vehicle vibration and noise.

2. SYSTEM VIBRATATION TRANSMISSIBILITY

The most common indicator in evaluating the effect of vibration isolator is vibration
transmissibility which is the ratio of vibration response of the object isolated and foundation vibration
response, the transmissibility generally represents in the form of acceleration.
ap
TdB  20 lg (1)
aa
Where a p is the acceleration amplitude of foundation vibration response; aa is the acceleration
amplitude of vibration response of the object isolated.
It is generally considered vibration transmissibility should be under 20dB which can show the
vibration isolator is in a good state. If the vibration isolation rate is less than 20dB, the acceleration
attenuation from the edge of active vibration(the powertrain) to the passive edge(the frame) is more
than ten times, it means the vibration passed to the frame is no greater than one-tenth vibration of
engine. Because the engine vibration source is related to the rotational speed and frequency, the
vibration transmissibility of mounting is also associated with the rotational speed and frequency. All
mount components should reach the standard of transmissibility mentioned above during the whole
rotational speed in work.

3. ISOLATION VIBRATION MODEL

The existing powertrain mounting model is the single-degree-of-freedom liner vibration system
based on the typical rigid-foundation. As shown in figure 1(a), mass m connects with the rigid
foundation with infinite mass by a k rigidity spring and a c damping damper, the kinetic equation is
m z  c z  kz  F (2)

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(a) Single-degree –of-freedom isolation vibration model

(b) Two-degree-of-freedom isolation vibration model
Figure 1 – This is a caption for the figure
The system inherent frequency is
n  k m (3)
In the rigid-foundation model, it is generally recognized that the mass of supporting structure is
much greater than the mass of the object isolated. So regardless of the movements of supporting
structure, model’s complexity is greatly simplified. In fact, the mass of car body is so lightweight that
it is not far greater than the mass of powertrain at all, and the mass of the body which is the vibration
isolation base is not regarded as the rigid-body with infinite mass. At the moment, the vibration
isolation system should include three aspects, namely the object isolated (mass m), vibration isolator
with k rigidity and c damping and the base (mass mb ) ，as shown in figure 1(b), the kinetic equation is

mz  c( z  zb )  k ( z  zb )  F
 (4)
mb zb  c( zb  z)  k ( zb  z )  0
Above equation can be rewritten as
mmb mmb
zp  cz p  kz p  F (5)
m  mb m  mb
Where z p  z  z b , making mmb (m  mb )  m p ·, so mp can be called the “effective mass” of the
system. And the system inherent frequency is
m  mb k m  mb
 np  k m p   n (6)
mb m mb
Formula (6) shows that the mass of foundation has great influence on the calculation of system
inherent frequency that the closer between the mass of object being isolated and the mass of the base,
the greater effect on the system inherent frequency.

4. AUTOMOBILE POWERTRAIN—COUPLING VIBRATION ANALYSIS ON

VEHICLE SYSTEM
This paper researches on the active vibration isolation of mounting system, when modeling, engine
mounting system、car body、suspension and the rigidity and damping of tire are main concern, and it
takes no account of influence caused by road surface disturbance.

4.1 Vehicle multi-body dynamic modeling

Powertrain’s excitation force is mainly induced by unbalanced force and torque ripple when the
engine works. When considering the vehicle modeling, it’s able to simplify the excitation forces in
other directions; And the vibration of body is mainly consider the up-and-down motion at z way that
is perpendicular to the road surface, so the vehicle multi-body dynamic model with six-degree of
freedom mounting system is established in the software of ADAMS, as shown in figure 2. Powertrain
is regarded as rigid and the constraints in parts linked up by hinges and force, regardless of energy loss
between hinges. Table 1 shows some parameters of the vehicle system. Defining the center
of front axle as the origin of vehicle coordinate system, the coordinates of powertrain, body and

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unsprung mass can be obtained through coordinate transformation.

Table 1 – Some parameters of the vehicle system

Name Value Name Value

Front suspension rigidity ks1、

Body mass mb 880 kg 17400 N/m
ks2
Front unsprung mass mu1、 Back suspension rigidity ks3、
38 kg 23500 N/m
mu2 ks4
Back unsprung mass mu3、
30 kg Tire rigidity ku1~ku4 200000 N/m
mu4
Front suspension damping
Body rotational inertia ibxx 1702.8 kg·m2 1897 N·s/m
cs1、cs2
Back suspension damping
Body rotational inertia ibyy 258.9 kg·m2 2356 N·s/m
cs3、cs3

Figure 2 – Vehicle multi-body dynamic model

Definitions of 13 generalized variables in whole system are
x  [x1 x 2 x 3 ]T (7)

Where x1  [ x y z x  y  z ]T is the generalized coordinate of powertrain;

x 2  [ zb  b x  by ]T is the generalized coordinate of sprung mass-body ; x 3  [ zu1 zu 2 zu 3 zu 4 ]T is the
generalized coordinate of unsprung mass-wheel.

4.2 Simulation calculation and results analysis

4.2.1 Inherent frequencies comparison
Considering the multi-body dynamic model, energy method is used to carry out modal analysis and
vibration excitation simulation in ADAMS/Vibration module, so the inherent frequency of vehicle
system and energy distribution percentage based on the multi-body dynamic model can be obtained.
As shown in Table 2, the main coupling vibration direction indicates the coupling vibration direction
in which the energy is more than 10%. Because road surface excitation is not considered, the external
force of system is still the excitation force of engine itself. For 4-cylinder engine, the main excitation
forces include two-stage reciprocating inertial force of piston and reciprocating mass and the wave
vector of crank torque.
Then a comparison analysis between the consequences and the inherent frequency analysis of the
six-degree-of-freedom model of mounting system is made, as shown in Table 4.

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Table 2 – Inherent frequency and decoupling ratio (energy distribution) of the vehicle system
Inherent Energy Energy
Main coupling
Modal order frequency distribution distribution
direction
（Hz） direction percentage
1 0.93 θbx 59.85 z
2 1.35 θby 83.70 —
3 1.48 zb 69.57 θbx
4 5.17 y 91.27 —
5 7.13 z 75.66 θx, zb
6 8.08 x 71.13 θz
7 13.45 zu1 53.14 zu2
8 13.45 zu2 53.14 zu1
9 13.81 zu3 70.86 zu4
10 13.81 zu4 70.86 zu3
11 14.20 θy 65.18 θz, θby
12 16.71 θz 61.50 x, θy
13 19.25 θx 63.06 z, θbx

Table 3 – Inherent frequency and energy distribution (decoupling) in orders of each direction of
six-degree-of-freedom model of mounting system
Inherent Energy distribution matrix（direction）(%)
Modal
frequency
order x y z θx θy θz
(Hz)

3 8.02 79.33 0.82 5.08 0.33 0.61 11.55

1 5.14 0.03 99.05 0.25 0.03 0.04 0.03
2 6.53 4.97 0.39 78.14 8.50 5.49 0.06
6 18.59 0.54 0.26 9.15 73.16 3.28 2.61
4 12.83 0.21 0.53 3.70 1.17 71.81 15.26
5 16.24 11.00 0.51 0.69 0.15 8.30 71.64

In Table 3, x, y, z respectively represents the translational vibrations of generalized coordinates x, y,

z, θx， θy， θz respectively represents torsional vibrations around the coordinate axis x, y, z. The study
shows that the system vibration decoupling ratio in the direction of y is relatively ideal, but the ones in
other directions are all lower than 80%; In the second and sixth order modals, the coupling degree of z
and θx is relatively high, while in the third order modal the coupling of x and θx is rather serious, and in
the fifth order modal there is 3-degree-of-freedom coupling vibration phenomenon among x、 θy and θz
which indicates the system exists more serious vibration coupling so the vibration isolation effect is
not good. From the point of view of frequency, the sixth order inherent frequency is 18.59 Hz. The
inline 4-cylinder engine at idle state is given priority to two-stage torque excitation whose excitation
source is same with the unbalance force of two-stage. Assuming that the original engine rotational
speed at idle state is 780r/min and the excitation frequency is f = 2n/60 =26Hz. According to the
principle of vibration isolation, the inherent frequency should be controlled under the 1/ 2 times of

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excitation frequency which can show the system is in good state, so the inherent frequency’s maximum
is 18Hz. Obviously, it is unfavourable to the vibration isolation of idle state when the frequency of
highest order exceeds the inherent frequency’s maximum. Besides, it is necessary to optimize the
modal frequency of the mounting system if the range of resonance frequency is too wide and the
frequency distribution is unreasonable.
Table 4 – System inherent frequencies comparison between the vehicle multi-body model
and six-degree-of-freedom model
Main vibration direction x y z θx θy θz

Six-degree-of-freedom
Inherent 8.02 5.14 6.53 18.59 12.83 16.24
model
frequency
The vehicle
（Hz） 8.08 5.17 7.13 19.25 14.20 16.71
multi-body model

As we know from Table 4, the powertrain inherent frequency between six-degree-of-freedom

model and the vehicle model is rather different which mainly displays in the directions of z and θy.
Taking the inherent frequency in z direction as an example, system equivalent mass has changed
because powertrain and whole vehicle are both taken into account, based on formula (6), the ratio of
two models’ inherent frequencies in z direction is
f 13 DOF  np m  mb
  (8)
f 6 DOF n mb
In terms of the vehicle, that the mounting system inherent frequency is controlled within a certain
range as far away from both excitation frequency of system itself and other subsystems as possible is
one of the goals of optimization. The example shows that the system inherent frequency got by the
vehicle model can reflect the inherent frequency of powertrain subsystem, as well as the vibration
coupling state between powertrain and the body. This is more comprehensive than
six-degree-of-freedom model in the optimization matching of mounting system.
4.2.2 Vibration transmissibility comparison
1） Vertical vibration transmissibility comparison
Bring main rigidity values which are before and after optimization to the vehicle multi-body model,
and work out the vibration transmissibility curves of mount components of the mounting system at a
certain rotational speed range. Vibration transmissibility curves of the mount before and after
optimization of the mount components rigidity parameters are shown in figure 3 and figure 4.
It can be seen from the figure 3, vertical vibration isolation effect of the original mounting system
is not good, especially in the stage of idle speed, that vibration transmissibility reaches
40%.Transmissibilities in other rotational speed conditions are between 20% ~ 30%. So the vibration
transmissibility of three mounts does not achieve ideal vibration isolation requirements basically.
Therefore, it is necessary to optimize the mounting system. As shown in figure 4, after the main
rigidity parameters optimization, three mounts all reach the ideal vibration isolation effect in some
conditions, especially in the medium and high rotational speed period. The vibration isolation effect on
three mount points of the system is good, and the vibration transmissibility is held on the range of 10%
~ 20%. Although transmissibility is big in the idle state, it decreased rapidly in low-speed stage. So it
can satisfy the requirement of vibration isolation in engineering. From the vibration transmissibility
change trend of each mount point, the fluctuation of transmissibility is not big, and the system is stable.
These show that the optimization of spindle rigidity parameters of three mount components of the
powertrain has a good effect.

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Figure 3 – Vibration transmissibility curves of the original system at Z way

Figure 4 – Vibration transmissibility curves at Z way after optimization

2） Comparison of vibration transmissibility around crankshaft direction
In order to further illustrate the optimization effect, another indicator is used to evaluate the
optimization results. Selecting the powertrain roll direction which is the direction around the
crankshaft (namely the direction of θx) to analyze rotation torque vibration transmissibility,
the computation expression is
M0
J   100 % (9)
M x
3
M0   (F
i 1
iy z i  Fiz yi ) (10)

Where M0 is the engine excitation torque amplitude; Mθx is the reactive torque amplitude around x
axis formed by dynamic resistance force of every mount; Fiy、 Fiz respectively represents the dynamic
resistance force of the i th mount in y and z directions; y i and zi respectively represents the
displacements of ith mount in y and z directions of generalized coordinate system.
From the perspective of active vibration isolation, it’s necessary to try to reduce the transmission
from the engine vibration to the body or frame to make the system vibration transmissibility minimal.
From figure 5 ~ 6, before optimizing the main rigidity parameters of mount, powertrain mounting
vibration transmissibility in the direction of θx is 27% when engine is working, while after
optimization the maximum vibration transmissibility of powertrain mounting in the direction of θx has
reduced to 21.5%.It signally reduces the vibration transmissibility of powertrain mounting system in
the direction of θx and also improves the performance of vibration isolation of engine mounting
system.
In conclusion, in accordance with the vibration simulation analysis of the vehicle model, the results
show that the optimized vibration transmissibility for each mount point has improved obviously, as
well as the vibration isolation effect of system.

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Figure 5 – Vibration transmissibility curves of the original system at θx way

Figure 6 – Vibration transmissibility curves at θx way after optimization

5. CONCLUSIONS
In this paper, the powertrain mounting system is put into the environment of vehicle to study its
coupling vibration characteristics. And based on the six-degree-of-freedom model of mounting system,
a multi-body dynamic model including powertrain, vehicle, body and suspension system was
established in the software of ADAMS. The research shows that there is difference in vibration
characteristics between vehicle model and six-degree-of-freedom model of mounting system. After
optimizing the main rigidity parameters of mounting system, the vibration reduction effect has been
effectively improved.

REFERENCES
1. Matthew M B. Automotive Powerplant Isolation Strategies. SAE Paper 971742
2. Michael M. Methods for the reduction of noise and vibration in vehicles using an appropriate engine
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3. Demic M A. Contribution to the Optimization of the Position and the Characteristics of Passenger Car
Powertrain Mounts [J].International Journal of Vehicle Design, 1990, 11(1):87-103
4. Crowther A R. Torsional finite elements and nonlinear numerical modelling in vehicle power- train
dynamics [J]. Journal of Sound and Vibration, 284 (2005) 825–849
5. Shangguan Wenbin,Jiang Xuefeng. Optimal Design of Engine Mounting System[J]. Automotive
Engineering, 1992, 14(2):103-110.
6. Sun Beibei, Zhang Qijun, Sun Qinghong. Study on Decoupled Engine Mounting System[J]. Journal of
Vibration engineering, 1994, 7(3): 240-245
7. Shi Wenku, Zhang Jianwen. Isolation Characteristics Analysis and Dynamic Modelling for Passenger
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