PROJECT REPORT VEHICLE BODY VIBRATIONS AND DRIVELINE FLUCTUATION ANALYSIS

Submitted to Dr Sub!"#! R"$!e%"

&ECH '())*VIBRATIONS IN &ACHINES AND STRUCTURES

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,!"r"-ur$"r A%i.$+"

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CONCORDIA UNIVERSITY FACULTY OF EN,INEERIN, AND CO&PUTER SCIENCE DEPART&ENT OF &ECHANICAL AND INDUSTRIAL EN,INEERIN,
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Ab#tr"3t The vehicle driving comfort and passenger safety are the most important factors influencing vehicle quality. Vibration problem predominantly occurs in case of on-road vehicles because of the unevenness of the road surface on which the vehicle travels. In order to increase driving comfort and passenger safety, it is necessary to analyse the vibrations induced in vehicle body and driveline because of continuously varying road input. In this study, a 4 D ! half car model is considered for the analysis. "s a first part of the study, the natural frequencies of the vehicle are calculated as per the given data. In the later part free vibration response of the vehicle to sinusoidal bump as well as potholes is determined with the help of simulin#. "nother important factor considered in this study is the fluctuation in output shaft speed because of the angularity of $oo#%s &oint in vehicle driveline. The fluctuation response of the output shaft because of this angularity is also determined.

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Li#t o4 Fi5ure# !igure ' Vehicle vibration model with driveline configuration !igure * " $alf +ar ,odel -ith 4 D ! !igure / ,ode 0hapes of the system !igure 4 $oo#2s 3oint simplified diagram !igure 1 5hasing of $oo#2s &oint !igure )7 Details of 8oad bump in the form of sine wave !igure 47 Details of 5otholes as a road input. () (. '1 '4 '6 *( *(

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T"b6e o4 Co.te.t#

"bstract 9ist of !igures '. Introduction '.'7 :eed for Vibration "nalysis..................................................................................... (1 (1

'.*7 5roblem Description.................................................................................................. () *. Vibration "nalysis of $alf +ar ,odel........................................................................... (.

*.'7 $alf +ar ,odel ;inematics....................................................................................... (6 *.*7 +alculation of :atural !requencies and ,ode shapes............................................... '' *.*.'7 ,atlab 5rogram to !ind <igen values and <igenvectors.................................... '/ *./7 $oo#2s 3oint "nalysis................................................................................................ '4 *./.'7 0ingle $oo#2s 3oint "nalysis............................................................................... '4 *.47 8oad 5rofile.............................................................................................................. *( /. 0imulation of 4D ! $alf +ar ,odel............................................................................ *' /.'7 8esponse of Vehicle to 0inusoidal bump without acceleration========. */ /.*7 8esponse of Vehicle to 0inusoidal bump with acceleration=========.. *1 /./7 8esponse of Vehicle to potholes at 41#m>hr===============. *4 /.47 8esponse of Vehicle to potholes at )(#m>hr===============. *6 /.17 8esult Interpretation.................................................................................................. *6 4. +onclusion..................................................................................................................... /* 1. 8eferences....................................................................................................................... //

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) INTRODUCTION The vehicle driving comfort and passenger safety are the most important factors influencing vehicle quality. Vibration problem predominantly occurs in case of on-road vehicles because of the unevenness of the road surface on which the vehicle travels. 8esearch has been going on for many years to analyse vehicle vibration and methods to reduce them. These factors play an important in ride comfort, vehicle safety and overall vehicle performance. ?4@, ?*@ Vibrations induced in vehicles can be categoriAed in two types. The first one is deterministic vibration which is caused by rotating parts of the vehicle. !ew numerical and analytical methods can be used to predict Vibration characteristic of this type. The second type is random vibration which is caused by unpredicted loads such as road roughness and wind. The vibration characteristics of this type are difficult to predict. 5robabilistic approach can be used for analysing random vibrations.?/@

) ) Need For Vibr"tio. A."6+#i#7 ,ost of the mathematical modelling tools for vehicle vibration analysis assume that all parameters of vehicle systems are deterministic. "ctually, there may be a variation in spring stiffness and damping production tolerances and>or wear. "lso the uneven loading conditions may induce stochastic variations in vehicle body mass and tires. In cars and buses, weight and placements of passengers often eBhibit significant variability. Therefore, it is very essential to analyse the problem of vehicle vibration sub&ect to uncertain parameters.?4@

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Vehicle random vibration analysis is of utmost importance because practically all vehicle systems are sub&ected to random dynamic environments. These unpredictable random vibrations may damage the machine elements. The random vibration analysis helps determining the design parameter of the road vehicles.?/@ "long with these, torsional and bending fluctuations of driveline is one of the ma&or issues researchers are facing. These fluctuations are caused because of the angularity between driveshaft and universal &oint. !or the simplicity, the angularity between driveshaft and universal &oint is considered constant. $owever, the equality of angularity is very difficult to maintain on uneven road profiles. Therefore, an attention must be paid towards analysing bending and torsional fluctuations. ?'@

) 8 Prob6em De#3ri-tio.7 " 4 D ! half car model is considered for vibration analysis. " half car model includes body bounce and pitch motion. -ith the help of the given data the following factors are determined7

Fi5ure ) Ve!i36e 9ibr"tio. mode6 :it! dri9e6i.e 3o.4i5ur"tio. ;)<

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 :atural frequencies and mode shapes Vehicle response to sinusoidal road bump and potholes at different speeds Variation in driveshaft speed due to road input

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8 VIBRATION ANALYSIS OF HALF CAR &ODEL =ITH / DOF !or the vibration analysis of a vehicle running on uneven road, a half car model also #nown as Cicycle model with four D ! is considered in this study. The simplified version of the model shown in figure *./ is as shown below. This model ta#es into consideration the vertical vibrations induced in vehicle because of road input. The problem of torsional and bending fluctuations due to driveshaft angularity is discussed in the later part. ?/@

Fi5ure 8 A H"64 C"r &ode6 =it! / DOF ;(<

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8 ) H"64 C"r &ode6 >i.em"ti3#7 The equations of motion for the vibrating half car model can be written as follows7?/@

The equations of motion of multi degree of freedom system can be eBpressed in the form as follows7?/@

"s the response of a system is considered to be harmonic, the solution of the above equation can be eBpressed as7 ?/@

If we 0ubstitute general solution equation into equations of motion, we can eBpress these equations in the matriB form. The mass, stiffness, damping matrices are #nown but the acceleration, velocity and displacement matriB are un#nown. The equations of motion can be assembled for the behaviour of individual components of a vehicle into overall vehicle model. The simulation can be carried out with the help of 8ungeD ;utta method to evaluate vehicle2s
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behaviour. Therefore, the general mass, stiffness and damping matriB along with displacement vector can be eBpressed as below7 ?/@ ?1@ Displacement vector, ,ass ,atriB, ?,@ E

0tiffness ,atriB, ?;@ E

8 8 C"63u6"tio. o4 N"tur"6 Fre@ue.3ie# ".d &ode S!"-e#7 "ny system vibrates at one or all of its natural frequencies when an initial disturbance is give to that system. Determination of :atural frequencies of a system is the most essential part of the vibration problem as it determines the operating range of a system. The natural frequencies of

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half car vehicle model considered here can be found by using the undamped and free vibration of equations of motions.?/@ "s mentioned above, the equation of motion of multi degree of freedom system in matriB form can be represented as7

The solution of the above equation is given by7

If the generaliAed solution equation is substituted in equations of motion without damping and force terms, the generaliAed eigen value problem for the natural frequencies and their corresponding mode shape vectors FXG represented as7 ?/@

The natural frequencies can be calculated from the following equation.

!or the systems with more than / D !, it is very complicated to solve the equations for determining natural frequencies manually. Therefore, it is convenient to use a ,atlab program to calculate eBact natural frequencies of a half car model. The program also gives the eigenvectors. <ach eigenvector represents mode shapes. The matlab code for the calculation of natural frequencies and mode shapes for 4 D ! half car model is described in the following section.

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8 8 ) &"t6"b Pro5r"m to C"63u6"te Ei5e.9"6ue# ".d Ei5e.9e3tor#7 Cefore eBecuting the program, it is necessary to #now the parameters of a vehicle model. " vehicle considered here is a light truc#. The various parameters of a vehicle model are as given below. 9et, m E mass of the vehicle IA E mass moment of inertia of vehicle body m'E mass of front wheel m*E mass of rear wheel ;'E 0pring stiffness of front suspension ;*E 0pring stiffness of rear suspension +'E Damping coefficient of front suspension +*E Damping coefficient of rear suspension l'E Distance of front suspension location from +.H. l*E Distance of rear suspension location from +.H. ;t'E !ront tire stiffness ;t*E 8ear tire stiffness T"b6e ) Ve!i36e mode6 -"r"meter# P"r"meter m IA m) m8 $) $8 C) C8 6) 68 >t) >t8 V"6ue )12/ / >5 (//( B0 >5m8 C1 )0 >5 )/B / >5 ''C8/ / NDm )C')0 NDm ))2B N#Dm )BBB N#Dm ) 81)m ) 1)'m )B)))0 NDm )B)))0 NDm
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Cased on the parameters given in table ', mass, stiffness and damping matrices can be obtained. This data can be used to write a program in matlab to calculate natural frequencies and mode shapes of a given system.
% Matlab Code to find eigenvalues and eigenvectors M= [87.15 0 0 0; 0 140.4 0 0; 0 0 1794.4 0; 0 0 0 44 .05!; %4 "asses #= [1$79 9.4 0 %$$8&4.4 %849 .8; 0 1197 0 %18$15 194 . ; %$$8&4.4 %18$15 854 9.4 5&990.4; %$$8&4.4 18$15 48&09.4 11$877.1!; '= inv(M)*#; [+ ,!= eig('); %-ind .igenvalues and vectors o"ega= s/rt(,); % ,is0la1 infor"ation about t2e s1ste" dis0(3' "atri43); dis0(') dis0(3.igenvalues3);dis0(diag(,)3) dis0(3.igenvectors (eac2 colu"n is an eigenvector)3); dis0(+) dis0([3-re/uencies5 o"ega=3 s0rintf(3%4.&f5 35o"ega)!); %6lot t2e "ode s2a0es sub0lot(&515&) 0lot(+5373); 4label(3.le"ents3); 1label(3Mode a"0litude3); title([3Mode s2a0es5 8o"ega=3 s0rintf(3%4.&f5 35o"ega)!); a4is([0.5 9*1.5 %1 1!); set(gca53:;ic<35[179!); legend("od=eg); 2old on ste"(v); 2old off

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The teBt output of the above program obtained from the matlab is7 A m"triE '.(eI((/ J '.6*4( ( ( -(.4)). -(.644) (..1*. -(.'/*) (.**41 (.(*61 (.(//6

-(.(/4* -(.('(4 -(.('64 (.((14

(.(44) (.('4(

Ei5e.9"6ue# '.(eI((/ J '.61*' (..116 (.(/4' (.(')*

Ei5e.9e3tor# Fe"3! 3o6um. i# ". ei5e.9e3torG -(.666. -(.((/' -(.1(). -(.(((/ (.'(44

(.6666 -(.(*/( -(.*6*.

(.('64 -(.('*1 -(.444. -(.)/)/ (.('(/ (.(()4 -(./4(6 (.4()(

Fre@ue.3ie#H ome5"E 44.'., (.((, (.((, (.((, (.((, *6.*), (.((, (.((, (.((, (.((, ).(6, (.((, (.((, (.((, (.((, 4.(/,

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The output of the program calculates four natural frequencies and mode shapes. The program also plots the mode shapes which can be visualiAed from the following figure.

Fi5ure ( &ode S!"-e# o4 t!e #+#tem The four natural frequencies obtained from the matlab program for the 4 D ! half car model are7 K'E 44.'. rad>sec L!ront tireM K*E *6.*) rad>sec L8ear tireM K/E ).(6 rad>sec LCody bounceM

K4E 4.(/ rad>sec LCody pitchM

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8 ( Hoo$I # Joi.t "."6+#i#7 De4i.itio. ".d A--6i3"tio.7 The function of the Nniversal &oints is to transmit the torque and rotational motion from one shaft to another when their aBes are at inclination at some angle. This angularity may change continuously during the operation. Nniversal &oint is as essential part of the vehicle transmission. The universal &oint in vehicles find its application in following three areas7 ?4@ LaM 5ropeller shaft end &oints between longitudinally front mounted gearboB and rear final drive aBle. LbM 8ear aBle drive shaft end &oints between the sprung final drive and the unsprung rear wheel stubaBle. LcM !ront aBle drive shaft end &oints between the sprung front mounted final drive and the unsprung front wheel steered stub aBle. Due to the severe wor#ing conditions, special universal &oints #nown as constant velocity &oints are employed. These &oints have been designed to absorb torque and speed fluctuations and to operate reliably with very little noise and wear having long life. ?.@

8 ( ) Si.56e Hoo$I# Joi.t A."6+#i#7 In hoo#2s-type coupling, when a drive is transmitted through an angle, the output shaft does not rotate through /)( degrees at a constant speed. The output shaft undergoes cyclic speed variation. The cyclic speed variation and vibrations associated with it are insignificant when drive angle is less than 1 degrees but this factor has to be ta#en into consideration for larger angle variations.?4@ !igure / shows the simplified version of $oo#2s &oint. The equation for the
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velocity ratio for the driving and the driven shaft can be derived from the figure in order to analyAe the variation in output shaft speed because of angularity. !irst the driveshaft is turned through an angle O so that point P moves to Pi .The point Q moves about aBis C, through an

angle 4R subtended by an arc Qd and it moves in a vertical plane to Qi through an elliptical path. ?.@

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Fi5ure / Hoo$I# Joi.t #im-6i4ied di"5r"m ;C<

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The driven shaft undergoes speed variation for various positions of the driving shaft. Therefore it is unsuitable to use a single $oo#e%s &oint in vehicle transmission. The drawbac# of single $oo#2s &oint can be overcame by a constant velocity double $oo#2s &oint.

The velocity ratio can be differentiated to obtain acceleration equation for the driven shaft.?.@

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The speed output from propeller shaft has to be nearly constant to avoid driveline fluctuations. This can be achieved by mounting two $oo#e-type couplings either bac#-to-bac# or positioned in a certain way at each end of the propeller shaft.

Fi5ure 0 P!"#i.5 o4 Hoo$I# %oi.t ;C<

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8 / Ro"d Pro4i6e#7 In order to determine the response of the vehicle to varying conditions, two types of road profiles are considered here. The profiles are provided in the form of sinusoidal bump and potholes and the response of the vehicle at 41#m>hr and )(#m>hr is determined. The details of the road profiles are as shown in the figures.

!igure )7 Details of 8oad bump in the form of sine wave

!igure 47 Details of 5otholes as a road input.

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( SI&ULATION OF HALF CAR &ODEL

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Simu6"tio. &ode6 4or Dri9e6i.e tor#io."6 ".d be.di.5 46u3tu"tio.#7

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( ) Re#-o.#e o4 Ve!i36e to Si.u#oid"6 bum- :it!out "33e6er"tio.7 Re#-o.#e o4 Ve!i36e to Pit3! ".d bou.3e motio. :it!out "33e6er"tio.

Ve!i36e Dri9e6i.e F6u3tu"tio.# :it!out "33e6er"tio.

Fro.t ".d Re"r Su#-e.#io. F6u3tu"tio.#

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( 8 Re#-o.#e o4 Ve!i36e to Si.u#oid"6 Bum- :it! A33e6er"tio.7 Ve!i36e re#-o.#e to -it3! ".d bou.3e motio. :it! "33e6er"tio.

Ve!i36e dri9e6i.e 46u3tu"tio.# :it! "33e6er"tio.

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Fro.t ".d Re"r #u#-e.#io. F6u3tu"tio.# :it! "33e6er"tio.

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( ( Re#-o.#e o4 Ve!i36e to Pot!o6e# "t /0$mD!r7

Dri9e6i.e F6u3tu"tio.# "t -ot!o6e# "t /0$mD!r

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Fro.t ".d Re"r #u#-e.#io. 9ibr"tio.# "t -ot!o6e# "t /0$mD!r

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( / Re#-o.#e o4 Ve!i36e to Pot!o6e# "t 'B $mD!r

Ve!i36e dri9e6i.e 46u3tu"tio.# "t -ot!o6e# :!e. ru..i.5 "t 'B $mD!r

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Fro.t ".d Re"r Su#-e.#io. Vibr"tio.# "t -ot!o6e#

( 0 Re#u6t I.ter-ret"tio.7 "ccording to the vehicle response to sinusoidal bump and potholes at different speed, following results can be interpreted7 !or the sinusoidal bump, two cases are considered. In first condition it is assumed that vehicle is moving without any acceleration. The second condition assumes that vehicle moves with acceleration of 4m>s* for /.1 sec. The vehicle is moving with 41#m>hr It can be seen that the fluctuations due to vehicle bounce and pitch motion are more compared to those when vehicle is moving without acceleration. Cut the vehicle which is moving without acceleration is settleling down after the bump has passed.

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n the road bump, vehicle%s pitch and bounce motion induces angularity of &oints in the driveline which causes output shaft to fluctuate. -hen vehicle is moving on potholes7 It can be observed that when vehicle is moving at )(#m>hr, driveline fluctuations are more significant. If the operating frequency of the vehicle coincides with pitch or bounce frequency of the vehicle, there will be large variation in the angularity of the driveshaft. The significant angularity in between the &oints increases driveline fluctuations dramatically.

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/ CONCLUSION In this study, a 4D ! half car model is considered and its responses to two different types of road inputs are determined. "s a first part, the natural frequencies and corresponding mode shapes of the half car model were calculated with the help of ,atlab program. nce the

properties were #nown a detailed analysis of vehicle response to varying road profiles at different speeds was carried out. " road profile was provided in the form of sinusoidal bump and potholes. "lso in the later part, driveline fluctuations which are induced due to the angularity of $oo#%s &oint are discussed. !or this a detailed analysis of $oo#%s &oint is considered here. Therefore, it can be seen that with the help of simulin#, a half car model provides a good means for determining the body vibration and driveline fluctuations.

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0 REFERENCES

?'@ <. ,. " 8abeih and 0. ,. <l-Demerdash $elwan Nniversity, <gypt, SInvestigation of the Vehicle 8ide Vibration <ffect on the Driveline !luctuationsS, International Truc# and Cus ,eeting and <Bhibition Detroit, ,ichigan :ovember '.-*(, *((*.

?*@ -. Hao, :. Thang and $. 5. Du ,echatronics and Intelligent 0ystems, !aculty of <ngineering, Nniversity of Technology, 0ydney, S " half-car model for dynamic analysis of vehicles with random parametersS, 1th "ustralasian +ongress on "pplied ,echanics, "+", *((4, '(-'* December *((4, Crisbane, "ustralia

?/@ UAgVr C"P8";D"8, S8":D , VIC8"TI :

! " 8 "D V<$I+9<S " Thesis

0ubmitted to the Hraduate 0chool of <ngineering and 0ciences of WAmir Institute of Technology

?4@ 9i-Qin Huo and 9i-5ing Thang 0chool of ,echanical <ngineering and "utomation, :ortheastern Nniversity, 0henyang ''(((4, +hina, SVehicle Vibration "nalysis in +hangeable 0peeds 0olved by 5seudoeBcitation ,ethodS, $indawi 5ublishing +orporation ,athematical 5roblems in <ngineering Volume *('(, "rticle ID .(*4*(, '4 pages doi7'(.''11>*('(>.(*4*(

?1@ +. C. 5atel', 5. 5. Hohil' and C. Corhade, S, D<99I:H ":D VIC8"TI : ":"9P0I0 ! " 8 "D 58 !I9< ,<"0N8I:H 0P0T<,S, International 3ournal of "utomotive and ,echanical <ngineering LI3",<M I00:7 '6.1-6/*1L5rintMX I00:7 *'.(-')() L nlineMX Volume ', pp. '/-*., 3anuary-3une *('(, Nniversiti ,alaysia 5ahang
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?)@ T. ,ar#el, ". Croo#er, T. $endric#s, V. 3ohnson, ;. ;elly, C. ;ramer, ,.

%;eefe, 0.

0pri#, ;. -ip#e, S"DVI0 87 a systems analysis tool for advanced vehicle modelingS, :ational 8enewable <nergy 9aboratory, Holden, + .(4(', N0"

?4@ $.+hr. 0eherr-Thoss Y !. 0chmelA Y <."uc#tor, Nniversal 3oints and Driveshafts, "nalysis, Design, "pplications, *nd edition, I0C:-'( /-14(-/(')6-( 0pringer-Verlag Cerlin $eidelberg :ew Por#

?.@ http7>>what-when-how.com>automobile>universal-&oints-automobile>

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