VEHICLE VIBRATION AND NOISE

Chapter1:General conception

A vehicle is a complex vibration system

with multi DOF ( Digree Of Freedom) and
corresponding types of natural vibration.
to be affected by many excitation sources.
Resonance The system has the steadystead vibration amplitude. The excitation
frequency approaches the natural frequency.
The number of resonance zones equal to the
number of DOF
1

VEHICLE VIBRATION AND NOISE

Study only mechanical vibration in low

frequency from 0 to 300Hz.
Mechanical vibrations of Engine and
transmission have higher 300Hz
frequency and create noises.
The basic object to complete a vehicle is
trying to reduce the steady-state peaks of
resonance vibration.

Vehicle vibration and noise

The solutions to reduce vibration:

Reduce excitation intensity; Move the
natural frequency out of the excitation
frequency; to Equip accordant dampers;
Falsify natural frequencies of mechanic
details.
Vehicle dynamic system is considered as
a completation.

VEHICLE VIBRATION AND NOISE

the subiect has 8 chapters:

Chapter 1:presentation.
Chapter 2: vibration excitation souces of vehicle
system.
Chapter 3: Characteristics of spring and
damper.
Chapter 4: Vehicle vibration system.
Chapter 5: Basic conception of noise.
Chapter 6: Vibration and noise of Wheels.
Chapter 7: vibration and noise of a car body.
Chapter 8: Standars of noise.

Vehicle Vibration and noise

Chapter 2: Vibration excitation

souses
2.1 Roughness of a road.

Figure 2.1 Harmonic roughness of a road in

X dimention

Vehicle Vibration and noise

- Harmonic type of Roughness: With

amplitude 0 , wave-length L we have the
Equation describing roughness in X dimension:
= 0 sin 2X/L
= 0 sin 2X = 0 sin X
Here, = /L [1/m] is length frequency, = 2/
L [rad/m] is length angle frequency) and =
2.
With Base length of vehicle is ( one track
model), We have the Relations between front
and rear axes):

1 = 0 sin 2X 2 = 0 sin 2(X )

[1]

Vehicle Vibration and noise

If velocity Vx = const then the change of

roughness depending on time is wrote:
0 (t) = 0 sin 2ft = 0 sin
t
Here, = 2 V/L is Angle frequency
of moving; f = V/L is moving excitation
frequency
Figure2.2: Dependence of
Harmonical roughness frequency f
on wave-length L and velocity V.

Vehicle Vibration and noise

Real roads have really random roughness.

Its mathematic descriptions are random
functions

Figure 2.3 Describing of road roughness in

(X,Y) plane

Vehicle Vibration and noise

2.2. Eccentricity of the wheel:

Figure 2.7: Describing an
eccentricity of the wheel

If having a eccentricity (It is a difference between rotation

centre and geometrical centre of the wheel ), Cz = const is
normal stiffness, Zk is normal displacement from static
position, amplitude of roughness is we have the equation
of normal force as a following)

Fz = Cz ( zk - cos )
[19]

Vehicle Vibration and noise

Here, ( zk - cos ) is a normal deformace of the

wheel and is a rolling angle from base position.
After a circle of rolling, rolling radius is changed
approximatcally by the function r = r0 - . Cos. If the
real velocity of wheel centre is V then the angle
velocity of the wheel is a following:
k = d/dt = V /( rl0 + zk - cos) [20]

It is clear that, is not constant so with a

eccentricity the normal and tangential forces are
changed on time
Consider (zk ) = 0 , the influence of eccentricity
with normal force change will be:
Fz = - Cz sin V/r0 . t
[21]

Vehicle Vibration and noise

Chapter 3: Suspension
Suspension springing and damping operate
chiefly on the vertical oscillations of the vihecle.
Driving comfort (loads on passengers and cargo)
and operating safety (distribution of forces
against the road surface as wheel-load factors
fluctuate) are determined by the suspension.
3.1 Kinematic relation:

. Spring and damper are assembled between

Sprung mass and Unsprung mass usually by a
mechanism, we consider independence
suspension in Fg. 3.1, 3.2

Vehicle Vibration and noise

Kinematic transmission of suspension

Vehicle Vibration and noise

If point 1 is moved a value u1 by a force F1 then a spring

will have a press F2 and a displacement u2. By Vitual Work
Principle we have a following equation:
F1.du1 F2.du2 = 0
[3.1]
Here, relation F2 = f(u2) is dependent on spring
characteristics.
The relation between u1 and u2 is dependent on kinematics
of suspension mechanism, generally u2 = (u1).
Therefore, we have the relation beween force F 1 and
displacement u1:
F1 = f [(u1)] du2/du1
[ 3.2]
A Fitness of the suspension with displacement u 1 is then
C1 = dF1/du1 = { f[ (u1)] } [3.3]

Vehicle Vibration and noise

In a simple case, when kinematic ratio

between u1 and u2 is const ( u2 = u1,
= const), susbtituting in 3.3 we have
the relation C1 = 2C2
For Torsion bar we have similar
relations:
F1du1 m2 d2 = 0 [3.4]
here m2 = f(2) and 2 = (u1).
When linear kinematic relation m2 = Ct
2, 2 = . u1 ( = const) then C1 =
const = Ct . 2 .

Vehicle Vibration and noise

Similarly, in the case of damper depending on moving

speed. If suppose damper force F2 = f(u2) then the
relation between 1 and 2 is: u2 = (u1) or 2 =
[ (u1)] = (1 , u1). The force F1 is provided by the
equation:
F1 = f[( 1, u2) ]
[3.5]
A differential (dF1 /d1 )u1 = (k1)u1 is called a damper
coefficient of the system with displacement u 1 and we
have:
K1 = dF1/d1 = d/d1 { f[ (u1 u1)] }
[3.6]
When u2 = u1 and damper charactericstics is linear
F2= k22 then we have k1 = 2 k2) .

Vehicle Vibration and noise

3.2 Steel springs:

Steel springs usually used on vehicle are Leaf spring,
Coil spring and Torsion bar .
A. Leaf spring Figure 3.3:
Siffness of the simetric spring:
C = 4nbh3E / L*3
[3.7a]
Stiffness of the nonsimetric spring:
C = nbh3E( l1* + l*2 ) / 4 l1* l2*
[3.7b]
L : total length of loaded
spring.
L* Length of a free spring .
l0* = 2/3 l0
l 1* = l1 - l0*/2
l2* = l2 l0*/2

Vehicle Vibration and noise

Vehicle Vibration and noise

B. Coil springs:
Siffness of the coil spring : C = Gd4 / 8nD3
with D is average diameter, d is a diameter of
spring wire, n is sum of spring rings, G elactic
modyn of material. Stiffness wil be constant
when keeping constant parameters of the
formular.

Vehicle Vibration and noise

3.3 Air springs:

Gas in air springs usually is air for
changed mass spring and is nitrogen for
constant mass spring.

Vehicle Vibration and noise

A.L thuyt c bn v phn t n hi

kh( theory of air spring):
A Space on a piston is fully charged by gas, in
the base position(Z = 0)the spring has a volum
V0, absolute pressure P0 and be loaded by a force
Fz0 = (p0 pmt).S, with pmt is atmosphere pressure.
If moving the piston then pressture in cylinder is
changed by multivariable function p.V n = const
with n is depend on temperature. With moving
frequency f = 1 Hz then n =1.33, when f = 10 Hz
then n = 1.37
Affer a working time the temperature of gas is
equal to the temperature of the atmosphere and
we can consider n = 1

Vehicle Vibration and noise

When a sping is pressed then volume V = V 0 S.z, with z is

pressed displacement. The pressed force is equal to:
Fz = [ P0V0n /(V0-S.z)n - Pmt].S
[20]
. Momentary fittness of the spring is equal to:
C = dFz/dz = np0V0nS2 /(V0 S.z)n+1 [21a]
. And the fitness at the first moment Z = 0 is:
C0 = np0S2 /V0
[21b]
. Substituting p0.S = (Fz0 +pmtS) in [21b] we have:
C 0 = n(Fz0 + pmtS)S /V0
[21c]
Fz0 is base load on the spring.
In one-DOF system with air spring: In the base state there
are Fz0 = gM0 and p0, V0, S. When changing of load by F z1 then
the air pressure will be increased into p1 = (Fz1 + Spmt)/S.
In the case of constant air mass the volume of air is changed
isothermally into V1 = p0V0/p1 = V0 (Fz0 +pmtS)/(Fz1 + pmtS).

Vehicle Vibration and noise

Fittness of the spring at the Fz1 load in vibration will be:

C1 = n(Fz1 + pmtS).S/ V1

Fittness ratio in loads Z1 and Z2 is:

C0 /C1 = V1/V0 [( Fz0 + pmt .S) / (Fz1 + pmt .S)] = [(Fz0 + pmt .S) / (Fz1 +
pmt .S)]2
The ratio of The natural angular frequencies will be:
0 / 1 = [ (c0/M0 )/c1/M1 ]1/2 = . ( Fz1/Fz0 )1/2 (Fz0 /Fz1)1/2 [22]
So we can say that when increasing of load then the natural angular fryquency of
system will be increased( To be against a linear spring). If p 0 >> pmt then the
increasing is proporsional with square root of the vibration mass.

In case of changing of load but The air volume is maintained constantly (of cause
the air mass will be increasing) then V0 =V1. and we have:
C0/c1 = ( Fz0 + pmt .S) / (Fz1 + pmt .S)
The ratio of The natural angular frequencies will be:
0 / 1 = [( Fz0 + pmt .S) / (Fz1 + pmt .S)] (Fz1/Fz0]1/2 1 [23]
So we can say that when increasing of load and maintaining of constantly volume
then the natural angular fryquency of system will be nearly constant.

Vehicle Vibration and noise

b. Hydropneumatic spring
.
Diagram of a hydropneumatic spring is plotted in
the figure 3.6: the piston forcing on liquid and
transmiting pressure to the air space. The air mass is
not changed in operating and the area of the piston is
constant. The operating pressure in static load is
relatively great about from 2 to 10 Mpa.

Vehicle Vibration and noise

The weakness of this spring is having a very big raising

of stiffness when increasing of static load. In this case
there is no problem for a car (no truck) when the ratio
beween noload mass and fullload mass about 1.3 1.7
or a fullload natural frequency is biger only 1.3 times
than a noload natural frequency.
In the case of trucks when the rear axle
load can be changed 3 or 4 times they
usually use a anti-press spring ( Fig. 3.7).
Piston has 2 faces Sh and Sd with
correlative air pressure and volumes ph ,
pd, Vh, Vd. the Force on the spring is
determined:
Fz = phSh pdSd (Sh Sd) pmt [24]

Vehicle Vibration and noise

The moment fitness of the spring is:

C = n( ph.S2h /Vh - PdS2d /Vd)
[25]

We consider the case when Vd , Vh =const: In the

base state the spring is forced by F z0 and pressure
is ph0,pd0 . If the load is increased to Fz1 then the
spring is moved a displacement z1 and we can
write a equilibrium equation
Ph1 =[ Vh0 / ( Vh0
Sh.z1)]Ph0 ,
Pd1 = [Vd0 / ( Vd0 + Sd z1)]Pd0 .
From a calculated value z1

we can
calculate volumes Vh1 = Vh0 Sh. z1 ; Vd1 =
Vd0 + Sd z1 and the stiffness of the spring
C1 = Fz1/z1.

Vehicle Vibration and noise

C. Air spring:
Theoretically we can have an any characteristics of
the air spring. Practically, Characterictics of this spring
is determained by test and supplied by manufactory.

Can control the hight of the spring when changing

load by changing internal air mass while the volume is
not changed. This control is an advantage by opinion of
keeping
of constant natural frequency
under load.

Vehicle vibration and noise

3.4

Hydrolic damper:

Figure 3.10:Schema of fluid flow.

between piston

Figure 3.11: Fluid flow

and cylinder a: non-

eccentric b:eccentric

Vehicle vibration and noise

Hydrolic damper consumes kinetic energy of

vibration system and changes it into heat. The basic
problem of damping contruction is how to achieve a
suitable characteristics this is relation between
damping force and damping speed.
a. Basic theory: If fluid in cylinder is pressed
throught narrow slots then to be pressure difference
between two spaces of the cylinder
p = W2 .

2
Here is resistance coefficient, is fluid density
( about 900 kg/m2), W [m/s] is fluid speed in slots.
If Q = v.S [m3/s] is fluid flow pressed throught
slot with v[m/s] called damping speed, S called cross
section area then W = Q/Ss with Ss is slot area.

Vehicle vibration and noise

If the flow is tranquil we have relations

for 2 cases:
The slot is non- eccentric:
p= ( 12l)/(s3d) . Q [29a]
The slot is eccentric:
p= ( 24l)/(5s3d) . Q [29b]
d is diametr of flow, s is dimention of
slot (s <<d), is length of flow.

When flow has very hight speed, it is

considered as a turbulence flow and w
can choose = 1.25 1.5

Vehicle vibration and noise

Damping characteristics:
We know that damping force Ft = St . p
with St = const is cross section area of
the piston; p = f( Q) = f( .) so Ft = f(.)
= K... Coefficient K is called damping
resistance coefficient)

Vehicle vibration and noise

Chapter 4: Vehicle vibration system

4.1 Vehicle vibration system:

Vehicle vibration system is understanded as solid

objects forming the vehicle. Their moving has elastic
and kinetic relations. The vehicle vibration system is
separated into sprung mass( body and equipments
on it) and unsprung mass( axles and wheels).
Linkage between sprung mass and unsprung mass is
suspension.

Exciting of moving of the system is roughness of a

road. A excitation with less than 5 Hz frequency can
be appeare by non-regularity of tire.

This system usually has exciting frequency less

than 20 Hz, in this area body can considered as a
solid body.

Vehicle vibration and noise

Vibration system has two basic functions:

- Defend passenger against vibration by
road roughness- comfort function.
- To ensure a continuous contact between
tire and road, this means ensuring of a
minimum change of radial load (Sport
function). This requirement is very important
by opinion of steering, reducing of dynamic
load and breaking down of road.

In this chapter we study only vibration in

longitudinal dimention. Moving of vehicle in
lateral dimention with very small frequency is
not important by comfort opinion)

Vehicle vibration and noise

Ideal vibration model of a car is plotted

in Fig. 4.1 With less than 5Hz exciting
frequency we can consider that unsprung
mass don,t influence to natural and
exciting vibration of sprung mass.

Vehicle vibration and noise

The mass of the sprung mass is more than mass of

unsptung mass about 5 to 8 times. Radial stiffness
of tire is more than suspension stiffness 5 10
times. Engine linkage stiffness is more than
suspension stiffness about 5 10 times.
Natural vibration frequencies of sprung mass,
unsprung mass and engine are equal to 0.7 2 Hz;
10 14 Hz and 8 Hz. Therefore we can consider that
vibration of sprung mass with less than 5 Hz exciting
frequencies is not affected by inertial of unsprung
mass and can consider moving of the engine
coincide moving of sprung mass.
We can study on low frequency model plotted in Fg.
2 with supposition of absolutely solid tire and stiff
conection between engine and body.

Vehicle vibration and noise

The model on Fg.2 is characterized by following

specifications:
MT is mass of sprung mass including engine.
JT is Inertial moment of sprung mass including engine
on Y dimention.
a,b are distances from mass center of sprung mass to 2
axles and = a + b; h is hight of center of wheel ( mass
center of the wheel)
MN1 , MN2 are masses of unsprung masses, JN1, JN2 are
inertial moments and R is dynamics radius of the
wheel.
C1, C2 are stiffness of front and rear suspension.
k1, k2 are coefficients of damping.
Spring and damping characteristics are linear ( k, c =
const).

Vehicle vibration and noise

 Body with mass MT can be represented by a

hard bar AB leaning on two springs with
stiffness C1 and C2. the system ignores the
influence of unsprung mass.

At the moment, the position of the
system will be A1B1 with displacements of
mass center and two axles Z, Z 1 , Z2 . The
body is rotated by angle . We have
following geometic relations:
Z1 = Z - a.tg = Z - a.
Z2 = Z + b.tg = Z +
b.
( 4.1)

Vehicle vibration and noise

From equilibrium equations of spring forces

( C1.Z1 , C2.Z2), inertial force of vertical
movement (MT., inertial moment in rotation
movement MT .2. we have the vibration
equations of the system as a following.
MT. z.. + C1.Z1 + C2 Z2 =
0
MT .2. .. = C1Z1.a C2Z2.b
(4.2)
is inertial radius of sprung mass on Y
axis passing through mass center.
&
&
zZz&
.

Vehicle vibration and noise

Vehicle vibration and noise

Vehicle vibration and noise

The compact inertial moment of the vehicle may be

calculate as a following:
If MNR is compact mass of the wheels then we have:
MNR = MN1 + MN2 + ( JN1 +JN2) 1/R2
The compact inertial moment is determined:
JTt/g = JT + MNR [ 1 MNR /( MT + MNR) ]h2
[4.11]
In real, segments AB A1B1 so AB bar does not rotate
around mass center T of the sprung mass but
around the O point under the mass center by a
distance:
d = [ MNR /( MNR + MT) ] h
[4.12]

Vehicle vibration and noise

. All of points of the vehicle have to take 2 moving, which is

displament Z and rotating angle . All of two linking
frequencies 1,2 have influence to displacement ZT and
rotating angle T of the mass center. We have relations:
ZT = ZT1 e i1t + ZT2ei2t
, = 1ei1t +
2ei2t
We have the ratio between 2 amplitudes:
ZT1/1 = (aC1 - b C2)/(-MT21 + C1+ C2)
= [(-MT212 + (a2C1 + b2C2)]/( aC1 - bC2 )
[4.13]
ZT2/2 = (a.C1 b.C2)/ (-MT.22 + C1+C2)
= [(-MT222 + (a2C1 + b2C2)]/( aC1 - bC2 )
Therefore, For moving with frequency 1 then rotating axis
has a distance p1 and p2 for moving with frequency 2. The
points P1 , P2 are called The center of vibration

Vehicle vibration and noise

The center of vibration can be outside or

inside of base length of the car.
p1 = ZT1 / 1
p2 = ZT2/2
[4.14]

Vehicle vibration and noise

That Dividing into 2 movings can be performed only

when to exist relation a.C1 b.C2 = 0 or (ZT1/1) =
(ZT2/2) = 0, it means the 2 movings are independent
of each other, then p1 = ~ , p2 = 0 and the vibration
center is passing through the mass center with both
linking frequencies.That linking frequencies are equal
to:
1 = [(C1 + C2)/MT]1/2 , 2 = [ (a2C1 + b2C2)/MT.
2]1/2 [4.15]

For having a independent condiction with damping

system we need the following relation:
k1a- k2b= 0. [4.16]
Clear that, In case when 2< a.b (2/ a.b < 1 )then
rotating moving will have a higher frequency than the
case when 2 > a.b or 2 / a.b > 1.

Vehicle vibration and noise

In the special case when 2 / a. b = 1

then the vibration of two axles are
independent each other, so if having a
force on the front axle then there is not a
force on the rear axle and each
other.From it we can divide into two
independent vibration of two axles. The
natural frequency of this moving is:
1 = ( C1 / MT.b)1/2 ,
2 = ( C2 / M T
.a)1/2 [4.16]
Vertical moving is determined:
Z1,2 = A sin 1,2 t

Vehicle vibration and noise

The angular frequencies[rad/s] defined above are

used as basic parametrs of the system. In the case
when 2/ a.b 1 then they are signed as *1, *2
and to be called the partial natural angular
frequencies of the suspension. The same is vibration
frequency f*1 = *1 / 2 ; f*2 = *2 /2. [ Hz].
If 2 / a b = 1, the vibration of two axles are
independent we describe a damping of the front and
rear axles by aperiodic coefficients:
k l
k
l

1 = 2 c M b
M2 a=
2 c
2