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SAE TECHNICAL PAPER SERIES

2007-01-2298

Crankshaft Axial Vibration Analysis and Design Sensitivity Study

Yaqun Jiang, Georg Festag and Steve Poe
Ford Motor Company

Noise and Vibration Conference and Exhibition St. Charles, Illinois May 15-17, 2007
400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (724) 776-4841 Fax: (724) 776-0790 Web: www.sae.org

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2007-01-2298

Crankshaft Axial Vibration Analysis and Design Sensitivity Study

Yaqun Jiang, Georg Festag and Steve Poe
Ford Motor Company
Copyright 2007 SAE International

ABSTRACT The influence of the pin/main bearing journal diameters and the counter weight orientation to crankshaft axial vibration were examined using a fully flexible finite element engine model. The simulation, performed with AVL/Excite, incorporates modal contributions of all interfacing engine components and enables the study of interactions among the components. The simulation successfully predicted crankshaft axial vibration and was validated by measurements. The correlated CAE model was used to study modifications in crankshaft pin and main bearing journal diameters and in the orientation of the crankshaft counter weights. Design direction on how to minimize axial vibration was provided. Crankshaft axial vibration analysis was performed with a model of a V8 engine (Figure 1). The engine assembly, including cylinder block, cylinder heads, crankshaft and connecting rods are modeled as flexible bodies. The dual-mass crankshaft damper and the dynamometer flywheel were modeled too.

INTRODUCTION
Crankshaft vibration is a primary source of engine radiated noise. It is important to analyze crankshaft vibration early in the design process to prevent durability and NVH concerns. Most of the efforts in the past focused on crankshaft bending and torsion vibration analysis [1] [2] [4]. Hariu and Okada discussed the effects of thrust bearing location and main bearing clearance on crankshaft axial vibration [5]. The intent of this paper is to analyze crankshaft axial vibration as a function of pin/main bearing journal diameters and counter weight orientation.

Figure 1 V8 Engine FEA Model

The initial simulation shows that the crankshaft has an axial resonance at around 500~600 Hz between 3750 to 4750 rpm indicating 8th crankshaft order vibration. Figure 2 presents the calculated results of the crankshaft axial vibration. Previous testing confirmed the simulation. The remainder of this paper will focus on studying the sensitivity of crankshaft design parameters on crankshaft axial vibration.

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8 order resonance

th

1st axial 173 Hz

Figure 2. Crankshaft Axial Resonance

MECHANISM CAUSING AXIAL VIBRATION

Modes of vibration of the crankshaft were calculated under free-free boundary conditions. The frequencies and shapes of these modes are different from those in a running engine were crankshaft and cylinder block are coupled with hydrodynamic bearings. The nonlinear bearing effect and the gyroscopic effect due to crankshaft rotation bring about the changes in vibration mode shapes and modal frequencies. The free-free modes are shown in Table 1.

2nd vertical bending 155 Hz

2nd lateral bending 156 Hz

3rd vertical bending 242 Hz

1st vertical bending 96 Hz 3rd lateral bending 267 Hz

1st lateral bending 103 Hz

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mode (free-free) should be the design modification target.

0.12 0.1 0.08 0.06 Series1
nd

2 axial 447 Hz

0.04 0.02 0
ra lb en er t i ca ding 2n lb dv en er di n t g 2n i ca l be dl at nd er in al g be nd i 3r 1s n g dv ta er x ia ti l 3 r c al b dl e at nd er i ng al be nd 2n in g da x ia l 1s tv
testing baseline
3500 3750 4000 4250 4500 4750 5000

Table 1 Modes of Crankshaft under Free-Free Boundary Condition

Because of the differences between freefree boundary conditions and actual operating conditions of the crankshaft, it is difficult to directly identify the modes contributing to the 8th order resonance. It is desirable to do a modal participation analysis to quantify the axial vibration contribution. Modal participation factor (mpf) analysis is performed on the case of 4250 rpm crankshaft speed where the 8th order vibration magnitude peaks. mpf is defined as [3]

Figure 3 Crankshaft Modal Contribution to Axial Vibration

MODEL VALIDATION
In order to validate the model, the engine was tested under wide open throttle operating conditions. An accelerometer was attached to the crankshaft post. Figure 4 shows the measured and calculated 8th order crankshaft axial vibration.

| i | Mpf= | i |
where i is the modal scale factor.
Figure 3 shows the contribution from each individual mode. It is seen that the 2nd axial mode dominates the axial vibration (large mpf). In general, the free-free modal bending properties of the crankshaft alter significantly when the crankshaft is assembled in the engine. Based on this analysis, the vibration in crankshaft axial direction seems to have less coupling with the block structure, although the 2nd axial modal frequency increased from 447 Hz (Table 1) to around 550 Hz (Figure 2) in the assembled system. The information in Figure 3 suggests that in order to reduce the resonance magnitude, the 2nd axial

5g

1s

t la

te

Figure 4 8 Order Axial Vibration Comparison (test and simulation)

th

NUMERICAL SIMULATION A Design of Experiment (DOE) approach was used to study the effects of crankshaft design variables on crankshaft axial vibration. Figure 5 shows estimates of axial vibration when the pin bending stiffness is changed by 30%. The axial vibration response is

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obtained from a linear transfer function between crankshaft pin excitation and crankshaft post axial displacement. The vibration magnitude and the number of resonances in the low frequency range both increase when the pin stiffness is reduced. The vibration magnitude and the number of resonances both decrease when the pin stiffness is increased. Based on this sensitivity analysis, one can conclude that the axial displacement is very sensitive to the crankshaft pin stiffness. In the DOE, three levels of crankshaft pin diameter and three levels of main bearing diameter were investigated. The DOE levels were selected as: Crank Pin Diameter: 53, 60, 63 (mm) Crank Main Bearing Diameter: 67, 70, 76 (mm). The combination of 53 mm pin and 67 mm main journal diameter represents the baseline crankshaft design.

Figure 6 Response Surface of 8th Order Axial Vibration Figure 6 indicates a reduction in axial vibration of about 14% with a 60 mm pin diameter and a 67 mm main bearing diameter. To further reduce axial vibration, the crankshaft counter weights were reorientated. Figure 7 shows a comparison of the baseline crankshaft and a modified crankshaft. Counter weight #2 was rotated counter clockwise by 46 degree and the weight was increased by +10%, counter weight #3 was rotated clockwise by 50 degree and the weight was reduced by 17%. Counter weights #4 and #5 were modified to the same weight as counter weights #2 and #3 and were rotated by the same angles as counter weights #2 and #3 but in opposite direction. Figure 8 shows the final axial vibration levels corresponding to three different crankshaft designs: baseline, modified crank pin/main bearing diameter, and modified counter weights. The peak vibration reduction due to crankshaft pin/main diameter optimization is about 14%. Modification of the crankshaft counter weights did not reduce peak axial vibration but increased the

Figure 5 Crankshaft Pin Stiffness Sensitivity Analysis

A full factorial design consisting of nine engine speed sweeps was executed. Axial vibrations were calculated at seven discrete engine speeds per sweep. The peak vibration values of the 8th engine order were used to build a 2nd order response surface model (Figure 6).

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crankshaft speed at which resonance occurs.

RESULTS DISCUSSION Based on the response results shown in Figure 8, one can observe the following phenomena: Crankshaft axial vibration is sensitive to pin diameter. Main bearing diameter does have a big impact on the axial vibration magnitude. Increasing the pin diameter beyond 60 mm will deteriorate NVH due to the increased inertia forces. The best combination is around 57 mm pin diameter and 67 mm main bearing diameter. Modifying the counter weights did not reduce the vibration peak value but shifted the resonance to a higher engine speed.

#5 #4 #2 #3

Baseline crank Modified count weights

Figure 7. Crankshaft Counter Weight Modification

testing

5g
baseline modified pin/main modified cwt

CONCLUSION Detailed information about crankshaft axial vibration was obtained from simulation. The simulation successfully predicted crankshaft axial vibration resonance. The simulation provided direction for the design of a V8 crankshaft and insight into the crank train dynamics which cannot easily be obtained from hardware testing.

3500

3750

4000

4250

4500

4750

5000

Figure 8. Crankshaft Axial Vibration Comparison (test and simulations)

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REFERENCE 1. Takaya Fujita, Development of a New Approach to Noise Reduction through Investigation of Crankshaft Behavior, SAE paper 911111 2. Isaac Du, Simulation of flexible rotating crankshaft with flexible engine block, SAE 1999-01-1752 3. AVL/Excite reference manual, Version 6.0 4. Zissimos Mourelatos, An Analytical Investigation of the CrankshaftFlywheel Bending Vibrations for a V6 Engine, SAE paper 951276 5. N. Hariu and A. Okada, A method of Predicting and Improving NVH and Stress in Operating Crankshaft Using Nonlinear Vibration Analysis. SAE paper 970502