2015-01-2256

Some Aspects of Rigid Body Dynamics of Power trains using Dedicated Software
with respect to Noise and Vibration.
Author,co-author (Do NOT enter this information. It will be pulled from participant tab in MyTechZone)
Affiliation (Do NOT enter this information. It will be pulled from participant tab in MyTechZone)
Copyright 2015 SAE International

Abstract
This paper considers important aspects of rigid body dynamics of
power trains with respect to noise and vibration (by definition a
power train (PT) term here is an engine plus transmission). Flexibility
of PTs and their ancillaries leads to unwanted levels of noise and
vibration. By employing rigid body concepts we can assess the levels
of unwanted flexibility of whole PTs and their ancillaries e.g.
mounting brackets. Using dedicated software based on rigid body
theory it is possible to define vibration and noise entitlement i.e.
minimum vibration and noise that can theoretically be achieved.
Targets can then be to set based upon these entitlements. This can
then lead to better more robust designs to achieve higher levels of
refinement. The use of generic 3 and 4 cylinder one liter in-line PTs
modes are used within the software to aid this study. These PTs can
be shown to adhere more to rigid body behavior due to their compact
designs and lower (frequency) dominant orders of excitation. This
paper steps through from basic understanding of rigid PT behavior
then shows some rigid vibration and noise results for generic 3 and 4
cylinder PTs at key mount positions it then leads into leads onto how
and why rigid vibration theory can help improve refinement with
accompanying graphs and schematics to clarify understanding.

Introduction
In physics, a rigid body is an idealization of a solid body in which
deformation is neglected. In other words, the distance between any
two given points of a rigid body remains constant in time regardless
of external forces exerted on it.
All rotating machinery suffers from this lack of rigidity which leads
to noise and vibration. What separates out refined machinery from
unrefined is robustness of design. A fundamental aspect of robust
design is rigidity. The opposite to this that makes a machine
unrefined is often due to unwanted flexibility.
PTs are no different, there have been many good, and poor designs
installed in all manner of automobiles. This paper presents some
basic PT rigid body vibration patterns and how they can be utilized to
set help set targets. This involves the use of dedicated prediction
programs that employ simple rigid lumped mass and inertia and
excitations definitions for prediction of 6 degrees of freedom
movement. The frequency range of this study is primarily from 20+
to 200 Hz. From 0-20+ Hz there are normally 6 rigid body PT modes
that results in often quite complex coupled translational and
rotational modes. These modes are heavily influenced by elastomeric
mounts rates and geometry as much as on the mass and inertia
Page 1 of 10

properties of the PT. This aspect is briefly discussed below but is

beyond the scope of this paper, and moreover not relevant to this
study.
The intention is to concentrate on rigid body behavior in this key
frequency response range 20+ to 200Hz, where flexible modes
ideally do not exist, to satisfy the rigid body ideal. Examples of 3 and
4 cylinder engines are shown where program calculations are made
over the main vibration orders for the 1000-6000 rpm PT excitation
range, which encompasses the above frequency range.

A Basic In-line Power Unit Mounting System:

Many modern in-line 4-cylinder transverse PTs of moderate power
and torque in both petrol and diesel variants have adopted the so
called torque roll axis (TRA) mounting strategy. See figure 1 for
clarification.
A good power unit mounting system is one having minimum amount
of coupling between the modes, in other words, in reference to an
XYZ coordinate system, the motion of each rigid body mode is
dominantly along or about the X, Y and Z axes. While keeping the
modes decoupled from each other, the mounting system should have
maximum coupling between its roll mode and the PT TRA. This has
the effect of decoupling or isolating the PT torque variation from
other rigid body modes [1].
The objective is to align the power train mount elastic roll axis (ERA)
to align as close as practically possible with the TRA. Other methods
involve aligning the ERA to the principal axis (PA) [2].
The level of torque de-coupling determines the level of isolation
achieved for passenger comfort during vehicle idling e.g. low seat
rail/steering wheel periodic vibration and transient shake during start
up and shut down of the PT.

Rigid Body Vibration Response Program EVRA

Figure 1 Schematic of Power Train on its Mounts.

M1
M2

GBOX

TRA/ERA

Where:
TRA = Torque Roll Axis
ERA = Elastic Roll Axis
CRA = Crank Axis
PA = Principal Axis
M1- M3 are typical mount positions.

PA
CRA
M3

Power Unit Low Frequency Modal Characteristics

Analysis of the PT shown in figure 1 concerns itself only with rigid
body behavior (grounded on its mounts). This involves 6 degrees of
freedom. It is reasonable to treat a 'real' power train in this way in the
0-20+ Hz region since it will behave as a rigid system producing only
6 natural modes.

Computer modeling CAE is now used extensively to predict power

train vibration and noise behavior. Many of these models involve
enormous computations involving thousands degrees of freedom.
These models however take many man hours to build and are often
more than is needed, certainly for carrying out simple concept
studies. These programs also require other quite complex excitation
definition programs to provide inputs to carry out predicted
vibrations. To counter this, a dedicated program was developed
called EVRA (Engine Vibration Rigid Analysis) [3]. This is a self
contained predictive program utilizing rigid body theory, and in a
free-free state (see appendix A). It is capable of predicting
outcomes from 2 to 6 cylinder in-line engines (see also appendix B
for typical program outputs).
Figures 3-4 show output examples of rigid PT translational vibration
velocity for a 1 liter in-line 4 cylinder PT at the RH and LH engine
mounting bracket tips (all analysis based on data contained in
appendix C). It can be seen how the Z response as expected increases
in dominance with increased rpm for both mount positions. It also
shows an increased almost double vertical response levels for the RH
(timing end) mount at mount position1, this is the well known
percussion effect (see Appendix D for explanation).
Fig. 3 - RMS Response_RH Mount Posn 1

Modal - Mass Control Regions

25

Some three cylinder excitation data is included to aid understanding.

Firstly it is important to note how the lower frequency 1 st order
inertia moment extends into the 0-20 Hz modal region for the power
unit, thereby potentially exciting rotational modes. The excitation
frequency range is border line in this respect for say 800 rpm idle
speed (this equates to 20Hz @ 1.5EO).

20

Response units

Figure 2 below illustrates the useful concept of modal and rigid non
modal mass controlled regions.

X mm/s

15

Y mm/s

Z mm/s

10

Mtg_total

0
1000

2000

3000

4000

5000

6000

7000

rpm

for different mount

rates/geometry

Figure 2 Modal coupling chart 3 Cylinder engine

3 cyl excitation limit based on c800rpm

1000.0
900.0

0.016

800.0

Flexibility starts

700.0
Nm

0.018

600.0
500.0

Rigid mass controlled region

400.0
300.0

0.014

modal region

100.0
0.0
1.0

3 cyl excitation incursion into modal 20 Hz

region by 1EO moment & idle torque?

Page 2 of 10

100.0
Hz

Excitation orders
3 cylinder example
1.5 EO
Idle 1.5EO
Idle 3EO

0.008

Mxx_1E0

0.006

Mxx_2EO

0
10000.0

10
8

X mm/s
Y mm/s

6
Z mm/s
Mtg_total

0
1000

2000

3000

4000

5000

6000

7000

rpm

3 E0

0.01

0.002

12

0.012

0.004

200.0

Fig. 4 - RMS Response_LH Mount Posn 2

Response units

It can be seen that convergence occurs at c20Hz for the differing

displacement transfer functions (TF) of a given position in space for
two different mounting systems on a given PT. Beyond this
frequency the power unit mass and inertia and excitation level only
determines the response shown here in displacement domain, which
is essentially a flat line for the rigid body condition. Its this flat line
response that proves to be a useful concept for assessing higher
frequency response, and the presence or otherwise of unwanted
higher frequency modes from 20+ to 200Hz the main region of
interest.

TF1
TF2

Figure 5 shows the RH mount engine vibration order breakdown, as

expected it is dominated by second order vibration.

engine order dominance (Fig. 10) as expected. (Note: ENRA also

allows mount stiffening with frequency, 0.25N/mm/Hz was used
here).

Fig. 5 - RMS Response_RH Mount Posn 1

25
Z mm/s
0.5

Fig. 8 - Noise Response_Totals

15

1.5

70

Mtg1_total

60

10

2.5

dB(A)

Response units

20

5
3.5

0
1000

3000

4000

5000

6000

Mtg3_total

40

Total

30

2000

Mtg2_total

50

20

7000

rpm

10
0
1000

2000

3000

4000

5000

6000

7000

rpm

Figures 6-7 shows a quite different picture for the much more
complex similar sized 3 cylinder in-line PT. Higher levels are seen
due to the lower order higher torque recoil excitation, and at least two
vibration orders play a bigger part.

Fig. 9 - Noise Response_RH Mount Posn 1

70

Fig. 6 - RMS Response_RH Mount Posn 1

X1

60

dB(A)

45
40

Y1

50
40

Z1

30

SUMM1

Response units

35
30

X mm/s

25

Y mm/s

20

Z mm/s

15

Mtg_total

20
10
0
1000

10

2000

3000

5
0
1000

4000

5000

6000

7000

rpm
2000

3000

4000

5000

6000

7000

rpm

Fig. 10 Noise Response_RH Mount Posn 1

70

Fig. 7 - RMS Response_RH Mount Posn 1

Z1

35
Z mm/s

30

60

0.5

50

0.5

25

40

20

1.5

30

1.5
2
2.5

15

2.5

10

20

10

3.5

Respo nse un its

Respo nse un its

3.5

0
1000

2000

3000

4000

5000

6000

7000

0
1000

2000

3000

4000

5000

6000

7000

rpm

rpm

Rigid Body Noise Response Program ENRA

A derivative of EVRA a noise prediction program called ENRA
(Engine Noise Rigid Analysis) [4] was later developed. Its hybrid in
nature since it takes theoretical rigid vibration output from EVRA
and combines it with elastomeric mount rates and NTFs derived
from actual testing. The program also allows target NTFs that can
also be incorporated to give theoretical minimum noise entitlement
see next section. Figures 8-10 show some typical outputs for the 4
cylinder PT featured. Figures 9-10 shows the breakdown for RH
mount 1, showing clear dominance by Z direction, with a second
Page 3 of 10

Figures 11-13 show ENRA outputs for the 3 cylinder power train
featured. Figures 12-13 shows the breakdown for RH mount 1,
clearly dominated again by Z direction but with much more complex
order contribution (Fig. 13). (Mount stiffening of 0.25N/mm/Hz also
used).

Fig. 11 - Noise Response_Totals

Fig 14. Schematic of 4 Cylinder Inline Power Train showing

typical rigid and flexural vibration patterns

70
Mtg1_total

dB(A)

60

brkt flexures

50

Mtg2_total

40

Mtg3_total

Power train flexures

30
Total

20

Rigid body entitlement

10
0
1000

2000

3000

4000

5000

6000

7000

rpm

cog

Fig. 12 - Noise Response_Mount Posn 1

x
70
X1

dB(A)

60
50

Y1

40
Z1

30
SUMM1

20
10
0
1000

2000

3000

4000

5000

6000

Figure 15 shows how a typical target envelope of 3.5 dB (50%) could

be based around the rigid response for one or all the key PT vibration
directions for overall and order levels if required. This envelope
would normally account for both PT and mounting bracket tip
combined flexure as shown in Fig.14.

7000

Fig. 15 - RMS RHS Response_Mount Posn 1

rpm
35

Z mm/s

Fig 13.

- Noise Response_Mount Posn 1

60
Z1

50

0.5

Response units

30
Target
Envelope

25
20
15
10

1.5

0
1000

40
30

2000

3000

4000

5000

6000

7000

rpm

2.5

20
3

Respo nse un its

10

3.5

Rigid Body Structural Noise Entitlement

0
1000

2000

3000

4000

5000

6000

7000

rpm

Rigid Body Vibration Entitlement

Programs like EVRA rely on the assumption of rigidity of power
trains up to a certain frequency, and the better the designs the higher
the frequency that this assumption can be made. However in reality
most real designs have flexibility e.g. 4x4 long PTs have inevitable
bending often well below 200 Hz. Also poor mount bracket design
can add to lower frequency flexing adding further to bracket tip
vibration amplification. The usefulness of rigid body analysis is that
it gives the maximum entitlement i.e. minimal vibration and noise
that can be expected in theory as predicated. See figure 14 for a
schematic idealized description of rigid versus flexural vibration for
a 4 cylinder PT. It can be seen that this analysis is very useful, since
it enables target levels to be set around ideal rigid body lines.
Page 4 of 10

EVRA - Using Non Phased Noise Transfer Functions

(NTFs)
EVRA has a simple noise through mounts analysis option which
combines elastomeric mount rates with a simple constant non phased
NTF values, for which energy summation is used for the noise paths.
Figure16 shows this minimum rigid body noise entitlement for the 4
cylinder PT at full load condition based on a 55 dB/N NTF target. An
overlay with a more sophisticated ENRA output involving a phased
set of test NTFs but adjusted to a constant 55 dB/N for comparison
is included. The simplified noise estimate does still provide a good
albeit smoothed comparable amplitude envelope useful at a concept
stage when NTFs are not available.

Fig. 16 - Structural Noise Phased vs. non Phased NTF Target

Conclusions

70
Rigid 55dB/N

65

Rigid 55dB/N phased

60

1.

In order to design and develop robust PTs a good

understanding of rigid body behavior is essential.

2.

Rigid body entitlement is a good concept to help design

more robust power trains and mounted ancillaries.

3.

The programs EVRA and ENRA utilize rigid body theory

in their predictions to understand what vibration and noise
entitlement we can expect.

4.

These programs help clarify what to expect for differing

PTs in terms of idealized vibration levels, order
dominance etc, using the minimum of information.

5.

The programs can also separate out vibration, mount forces

and NTF levels to ascertain where improvements can be
gained.

6.

Equivalent test date can be readily compared to target

graphs produced to assess vibration and noise shortfalls.

7.

Using EVRA and ENRA can also be very useful for

carrying out initial concept studies on mounted PTs e.g.
deciding best mount positions and understanding dominant
noise peaks and paths, without the need for highly detailed
and complex full system models.

8.

These programs can also aid more detailed CAE modeling

and test route tracking to assess against the theoretical rigid
predictions provided, to determine how much entitlement is
actually achieved.

55
50
dB
(A)

45
40
35
30
25
20
1000

2000

3000

4000

5000

6000

rpm

Figure 17 extends this EVRA noise analysis to include a 50%

increased flexing and an added further 3 dB NTF increase. These
could be typically used as simple target envelopes at design concept
stages.
Fig. 17 - Structural Noise Envelope Target Based on simple non
Phased NTF
70
Rigid 55dB/N

65

flex vibn 55dB/N

dB(A)

60

Flex vibn 58dB/N

55
50
45

40
35
30
25
20
1000

2000

3000

4000

5000

6000

rpm

ENRA - Using Phased Noise Transfer Functions

(NTFs)
Figure 18 shows an ENRA noise result for the 4 cylinder PT overlaid
with a simulated flexure increasing from 0 to 50% from mid speed to
high rpm. The NTFs used ranged from 50-58 dB/N which are
considered in the lowest range, so for the rigid noise plot shown is the
minimum that could be achieved. For further interest another overlay
was made for a set of NTFs for the main Z directions increased by 3
dB. In summary we can expect easily up to 5-7 dB less noise for well
designed PTs and mounting brackets combined with a robust
acoustic body performance.

Fig. 18 - Structural Noise Envelope Target

70

Rigid vibn std ntf

65

References
[1] Statistical Analysis of Rigid Body Modes of Engine Mounting
System Due to Mount Rates Variability - Mohammad Moetakef and
Bruce Bonhard SAE paper 2006-01-3466

flex vibn std ntf

60

flex vibn +3dB

NTF

55
50
dB
(A)

45

[2] Power train mounting Design Principles to Achieve Optimum

Vibration IsolationJ. Shane Sui, Clarence Hoppe and John Hirshey.
SAE paper 2003-01-1476.

40
35
30
25
20
1000

2000

3000

4000
rpm

Page 5 of 10

5000

6000

[3] EVRA (Engine Vibration Rigid Analysis) Rigid body 3

dimensional Fortran program that computes x/y/z
vibration/force/noise for up to 4 Spatial points (engine mount tips)
using fundamental mass/inertia/geometry/cylinder gas pressures. The
code originally written for mainframes was known as EVA was
developed for Austin Rover, Antony Spillane, Colin Troth, and
Derek Gardner.

[4] ENRA (Engine Noise Rigid Analysis) A compliment Fortran

program to EVRA it uses EVRA front end and then computes
structural noise through engine mounts using noise transfer functions
(NTFs) and mount stiffness data. The code originally for
mainframes, was known as ETA was developed for Austin Rover
Group, Antony Spillane, Colin Troth, and Elizabeth Bright.
Both the above programs were re-written by the author to perform on
desktops and interface with Microsoft Excel for graphic outputs.

Page 6 of 10

Appendix A Rigid Body Theory employed via EVRA Program:

Program calculates all inherent shaking forces and moments in the time domain, all are then referred to PT centre of
gravity (cog) taking into account any moments produced via COG force offsets.
(The PT is further considered to be in a free-free state. It could be construed as being hung up on very low stiffness
slings)
6 DOF matrices are then employed and inverted to produce all six accelerations of the PT COG.

Any PT point in 3d space is then calculated using rigid body transformation equations.
(NB: The results for EVRA have been 100% correlated to commercial software rigid body results e.g. Nastran)

Page 7 of 10

Appendix B EVRA typical output snapshots:

Force Time history snapshot
CA

Shaking Force Fz Time History @ COG:

Import Data

Fx
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26

5000

Clear Data

1000.rpm
2000.rpm

3000.rpm

4000.rpm
5000.rpm
6000 rpm

-5000
0

100

200

300

400

500

600

700

CA deg
Moments Spectrum @ COG:
My

Moments Time History @ COG:

Mz 1000.rpm

Mx

My

Mz 1000.rpm

100
0
-100
Nm

1/2 Peak Nm

Mx

100
90
80
70
60
50
40
30
20
10
0

-200
-300

200

-400

400

Hz

200

Moments Spectrum @ COG:

400

600

CA Deg

Moments Time History @ COG:

0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0

Typical RMS vibration outputs

RMS Response_Mount Posn 2

RMS Response_Mount Posn 1

16

30

14

25

X m/s^2
Y m/s^2

15

Z m/s^2
Mtg_total

10

Response units

Response units

12
20

X m/s^2

10

Y m/s^2

8
Z m/s^2

Mtg_total

4
5
2

0
1000

2000

3000

4000

5000

6000

0
1000

7000

2000

3000

4000

rpm

6000

7000

RMS Response_Totals

RMS Response_Mount Posn 3

25

30
25
X m/s^2

15
Y m/s^2
Z m/s^2

10

Mtg_total

Response units

20

Response units

5000

rpm

20

mtg1_total
mtg2_total

15
mtg3_total

10

Mtgs_total

0
1000

2000

3000

4000

5000

6000

0
1000

7000

2000

3000

rpm

4000

5000

6000

7000

rpm

Excitation Spectrum snapshot

Moments 1- 4 EO's - 1/2 Peak
120
Mx_1.0
My_1.0

100

Mz_1.0
Mx_2.0

80

Nm

My_2.0
Mz_2.0

60

Mx_3.0
My_3.0

40

Mz_3.0
Mx_4.0

20

My_4.0
Mz_4.0

0
0

100

200

300
Hz

Page 8 of 10

400

500

Appendix C:
Key data used in study
Engine type:

1 litre 3 Cylinder In-line

1 litre 4 Cylinder In-line

Reciprocating mass:

0.45

0.42

Engine mass:

145.0 kg

150.0 kg

Engine inertias Ixx...Iyy...Izz:

8.0,-1.3,-0.4,5.0,1.25,7.0 kgm^2

8.0,-1.3,-0.4,5.0,1.25,7.0 kgm^2

Crank radius:

39.72 mm

30.625 mm

Con rod length:

140.0 mm

148.0 mm

Piston bore diameter:

73.0 mm

72.0 mm

Cylinder centre:

80.0 mm

92 mm

Cylinder pressure range used

1000/3000/6000rpm

68/96/75 bar adjusted for 3 cylinder to achieve similar DC torque power

output.

3 point Torque axis mtg system

X-DIST Y-DIST Z-DIST
mm
CRNK CENTRE 0.0 150.0 0.0
ENG COG
0.0 100.0 120.0
MOUNT 1
-50.0 300.0 250.0
MOUNT 2
50.0 -180.0 140.0
MOUNT 3
200.0 100.0 -150.0
RFOB ref axis system used
RFOB: Rear Face of (engine) Block
3 point Mount rates (10% damping used)
X-dirn Y-dirn Z-dirn %
N/mm
MOUNT 1
100.0 240.0 300.0
10.0
MOUNT 2
150.0 150.0 300.0
10.0
MOUNT 3
120.0 10.0 10.0
10.0

Page 9 of 10

4 point mass centred mtg system

X-DIST Y-DIST Z-DIST
mm
CRNK CENTRE 0.0 150.0
ENG COG
0.0 100.0
MOUNT 1
-50.0 300.0
MOUNT 2
50.0 -180.0
MOUNT 3
200.0 100.0
MOUNT 4
0.0 100.0
RFOB ref axis system used

MOUNT 1
MOUNT 2
MOUNT 3
MOUNT 4
10.0

0.0
120.0
250.0
140.0
250.0
-200.0

4 point Mount rates

X-dirn Y-dirn Z-dirn %
N/mm
25.0 50.0 50.0 10.0
25.0 50.0 50.0 10.0
150.0 10.0 10.0 10.0
120.0 120.0 400.0

Appendix D
Centre of Percussion Example of in line 4 Cylinder Power Unit

Zr

Zo

Zl
TOTAL
Zr =
Z0 =
Zl =

98
62.6
33

Zr =
Z0 =
Zl =

TOTAL
97.1
55.4
20.4

cog

Ixx

Yc

Yr

Yl

1.6 Engine + Transmission

45

Series1

30

Linear (Series1)

15

0
-15

Zr =

Z0 =

Zl =

Zr =

Z0 =

Zl =

-30
-45

Rotation m/s^2
60
50

40

30
20
10
0

Translation m/s^2

100

Series1

90

Linear (Series1)

80
70

60
50
40

30
20

10
0

Total m/s^2

Page 10 of 10

Zr =

Z0 =

Zl =

6000 rpm
ROTN
TRANS
35.4
62.6
0
62.6
-29.7
62.6
6000 rpm
ROTN
TRANS
41.7
55.4
0
55.4
-35
55.4

169 kg
Ixx=11.34
Y=77mm

191 kg
Ixx=14.07
y=113mm