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Some Aspects of Rigid Body Dynamics of Power Trains Using

Dedicated Software with Respect to Noise and Vibration

2015-01-2256
Published 06/15/2015

Colin Troth
CITATION: Troth, C., "Some Aspects of Rigid Body Dynamics of Power Trains Using Dedicated Software with Respect to Noise and
Vibration," SAE Technical Paper 2015-01-2256, 2015, doi:10.4271/2015-01-2256.

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 PT's 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 PT's 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 PT's
modes are used within the software to aid this study. These PT's 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 PT's 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.
PT's 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 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 PT's 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].

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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.

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.

Rigid Body Vibration Response Program EVRA

Figure 1. Schematic of Power Train on its Mounts.

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.

Modal - Mass Control Regions

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).

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

Fig. 3. RMS Response_RH Mount Posn 1

Figure 2. Modal coupling chart - 3 Cylinder engine

Some three cylinder excitation data is included to aid understanding.

Firstly it is important to note how the lower frequency 1st 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).
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

Fig. 4. RMS Response_LH Mount Posn 2

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

expected it is dominated by second order vibration.

actual testing. The program also allows target NTF's that can also be
incorporated to give theoretical minimum noise entitlement see next
section. Figures 8, 9, 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 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

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. 8. Noise Response_Totals

Fig. 9. Noise Response_RH Mount Posn 1

Fig. 6. RMS Response_RH Mount Posn 1

Fig. 7. RMS Response_RH Mount Posn 1

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 NTF's derived from

Fig. 10. Noise Response_RH Mount Posn 1

Figures 11, 12, 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).

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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.

Fig. 11. Noise Response_Totals

Fig 14. Schematic of 4 Cylinder Inline Power Train showing typical rigid and
flexural vibration patterns

Fig. 12. Noise Response_Mount Posn 1

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.

Fig. 15. RMS RHS Response_Mount Posn 1

Fig 13. Noise Response_Mount Posn 1

Rigid Body Structural Noise Entitlement

Rigid Body Vibration Entitlement

EVRA - Using Non Phased Noise Transfer Functions

(NTF's)

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. 44 long PT's 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

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.
Figure 16 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 NTF's 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 NTF's are not available.

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Conclusions
1.

In order to design and develop robust PT's 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 PT's 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 PT's 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.

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

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.

References

Fig. 17. Structural Noise Envelope Target Based on simple non Phased NTF

1.

Moetakef, M. and Bonhard, B., Statistical Analysis of Rigid

Body Modes of Engine Mounting System Due to Mount
Rates Variability, SAE Technical Paper 2006-01-3466, 2006,
doi:10.4271/2006-01-3466.

2.

Sui, J., Hoppe, C., and Hirshey, J., Powertrain Mounting

Design Principles to Achieve Optimum Vibration Isolation with
Demonstration Tools, SAE Technical Paper 2003-01-1476,
2003, doi:10.4271/2003-01-1476.

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 (NTF's) 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.

ENRA - Using Phased Noise Transfer Functions (NTF's)

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 NTF's 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 NTF's 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 PT's and mounting brackets combined with a robust
acoustic body performance.

Both the above programs were re-written by the author to perform on

desktops and interface with Microsoft Excel for graphic outputs.

Fig. 18. Structural Noise Envelope Target

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APPENDIX
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)

APPENDIX B - EVRA TYPICAL OUTPUT SNAPSHOTS

Force Time history snapshot

Typical RMS vibration outputs

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Excitation Spectrum snapshot

APPENDIX C
Key data used in study

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

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