PROJECT REPORT

SHOCK AND VIBRATION CONTROL

IN AN IC ENGINE CRANKSHAFT:
TORSIONAL VIBRATION DAMPER DESIGN

MECHANICS OF MACHINES IV: TMB441

MECHANICAL ENGINEERING TECHNOLOGY
UNIVERSITY OF JOHANNESBURG

Prepared by:
M.MSIBI
200907928

22 May 2014

ABSTRACT
Shock and Vibration Control in an IC engine crankshaft:
Torsional vibration damper design
This project report discussed shock and vibration control in a crankshaft of an internal
combustion engine using torsional dampers. First a case study on crankshaft vibrations
and stresses due to high angular amplitude was outlined. The case study presented the
difference in crankshaft cases without a damper and with a damper. It was then
concluded that a damper is a very crucial component to install in a crankshaft for fatigue.
The vibrations pattern on a crankshaft was evaluated when the crankshaft was with a
damper and when it was without a damper. Different designs of crankshaft dampers
were compared and the best design was selected. This is the design that would be
improved on.

DECLARATION
Declaration:
I .. Student Number declare that the
whole design project including all calculations and drawings are my own work. The web
sources and books used in this project were referenced.
.

(Signature)

(Date)

LIST OF FIGURES

Figure 1: crankshaft................................................................................................7
Figure 2: vibration on a crankshaft.........................................................................7
Figure 3: typical torsiograph installation.................................................................9
Figure 4: vibration analysis.....................................................................................9
Figure 5: vibration analysis with damper..............................................................10
Figure 6: shock vibration.......................................................................................11
Figure 7: vibration damper....................................................................................12
Figure 8: internal damper......................................................................................13
Figure 9: Internal damper ICD..............................................................................14
Figure 10: Crankshaft vibration............................................................................14
Figure 11: external damper...................................................................................15
Figure 12: Elastomer rubber dampers..................................................................15
Figure 13: Viscous dampers.................................................................................16
Figure 14: Damper................................................................................................17
Figure 15: multi-mass model................................................................................19
Figure 16: gas pressure data................................................................................19
Figure 17: vibration...............................................................................................20
Figure 18: mode of vibration.................................................................................20
Figure 19: Damper................................................................................................21
Figure 20: Damper................................................................................................23
LIST OF TABLES

Table 1..................................................................................................................................8
Table 2................................................................................................................................20
Table 3................................................................................................................................20
Table 4: Elastomer properties table...................................................................................22
LIST OF SYMBOLS
General constants:
Symbol

Torsional vibrations:
Symbol

D m

G GPa
I kg.m

J m4

Explanation

m s

Gravitational constant in(

)
Pi in (no si units).
Explanation
Shaft diameter in meters.
Shear modulus of rigidity in giga-pascals.
Moment of inertia (Second moment of
area) in
Polar moment of area

L m

Shaft length in meters.

n Hz

Natural frequency of a system in Hertz.

T kN.m

Torsional torque in kilo-Newton-meters.

radians

MPa
rad s

Angle of twist due to torsion.

Torsional stress in mega-pascals
Angular velocity in radians per second.

NOMENCLATURE
Term:
Amplitude
Inertia
Mode of vibration
Node
Natural Frequency
Order
Oscillation
Resonance

Explanation
The changes in the oscillation variable.
The tendency of a mass to resist changes in
rotational speed.
The pattern/manner of twist and in a
crankshaft (direction changes in twist).
The position where the vibration motion is zero
and direction change in twist occurs.
The frequency at which a system would
resonate.
Events occurring per crank revolution.
The repetitive variation in vibration.
The tendency of a system to oscillate at
maximum amplitude at certain frequency.

TABLE OF CONTENTS
DECLARATION.................................................................................................................2
INTRODUCTORY.............................................................................................................6

DEFINITION OF THE PROBLEM..............................................................................6

BACKGROUND INFORMATION................................................................................6
CASE STUDY (TORSIONAL VIBRATION ANALYSIS OF A CRANKSHAFT) 6
MULTI-MASS SYSTEM ANALYSIS.......................................................................7
TORSIONAL VIBRATION MEASUREMENT........................................................7
MEASUREMENT RESULTS WITHOUT DAMPER.............................................8
MEASUREMENT RESULTS WITH DAMPER.....................................................9
CASE STUDY CONCLUSION................................................................................9
SHOCK AND VIBRATION CONTROL (TORSINAL VIBRATION DAMPER)...9
DESIGN............................................................................................................................11
CONTRAINTS.............................................................................................................11
CRITERIA.....................................................................................................................11
DESCRIPTION OF SEVERAL CONCEPTS...........................................................11
TYPES OF CRANKSHAFT DAMPERS...............................................................11
EVALUATION OF ALL CONCEPTS.........................................................................13
VERBAL DESCRIPTION OF THE FINAL SOLUTION..........................................14
CONCLUDING CHAPTER............................................................................................14
CONCLUSION.............................................................................................................14
APPENDICES..................................................................................................................15
CALCULATIONS.........................................................................................................15
Case study calculations......................................................................................15
REFERENCES................................................................................................................19

INTRODUCTORY
DEFINITION OF THE PROBLEM
In automotive industry there are many shock and vibration problems in concern. These
include vibrations in the chassis and transmission system which are usually of primary
concern. The vibrations coming from the engine are usually overlooked. These vibrations
are most likely to be coming from the crankshaft or caused by the loading on the
crankshaft that cause imbalances.
Imbalances in the crankshaft may be caused by bents in the shaft, wear, cracks,
looseness of components, a flywheel out of balance, etc. The vibrations in the crankshaft
are not only bad for the vehicle ride and life but also for the engine and the shaft itself.
These imbalances may cause a bad ride, looseness in the engine and even break the
shaft. Therefore it is important that vibrations in the crankshaft are monitored and
controlled. It also is important that measurements taken are accurate or at least
adequate and the controls or control devices minimize if not eliminate the vibration
problem.

BACKGROUND INFORMATION
CASE STUDY (TORSIONAL VIBRATION ANALYSIS OF A CRANKSHAFT)
This section presents analysis based on case studies from various web sources.
The crankshaft of engine experiences problems of breakthrough resonance and running
at resonance speed for a long period as it is a self oscillatory system subjected to
vibrations

Figure 1: crankshaft
http://bc.biblos.pk.edu.pl/bc/resources/CT/CzasopismoTechniczne_8M_2008/MitianiecW/Tors
ionalVibration/pdf/MitianiecW_TorsionalVibration.pdf

Figure 2: vibration on a crankshaft

http://www.deviantmethods.com/bigmoose/papers/lukcrankdamper.pdf

The vibration analyses on a crankshaft are carried out by modeling the crankshaft into a
multi-mass system. From the model with the magnitude of the masses and their inertia
magnitudes the natural frequency of torsional vibration can be determined.
MULTI-MASS SYSTEM ANALYSIS
Holzer method is used to analyze shafts which have been modeled into a multi-mass
system. Most shaft vibration analyses are carried out in computer programs that were
derived from the Holzer method. The advantage of this method is clear physical concept.
In Holzer method a shaft is analyzed using the method sum of torsion moments. For a
multi-mass system vibrating freely without a damper the sum of torsional moment is

I 0

equal to zero (i.e.

). This method is effective in estimating low order torsional
vibration frequency in initial design stage.

n
The value of natural frequency (

) is assumed

The natural frequency is presented as

2n

A
The angle of twist (amplitude) after the first mass (rotor) (
The twists for other masses are then calculated.

B A

2L
I A A
GJ

C B

2L
I A A I B B
GJ

D C

2L
I A A I B B I C C
GJ

) is assumed to be 1 radian.

They chose frequency should be correct if the sum of torsional moment is equal to zero.

I 0

In the case study a computer program derived from this method was used to calculate
the natural frequency of a 4 cylinder diesel engine.
Results:
Table 1

Torsional Modes

Hz
First torsional mode
Second torsional mode

Hz

313
507

TORSIONAL VIBRATION MEASUREMENT

The vibration measurements on the crankshaft are carried out using a torsiograph.
Torsiograph:

Figure 3: typical torsiograph installation

This instrument measures the angular velocity (radians/second) or the displacement

(angular twist) (radians) of a shaft. It is attached to the end of the shaft and rotates with
the shaft. For best results the device must be mounted on a free end of the shaft,
preferably near a point of maximum torsional oscillation (anti-node). The instrument is
easy to install but is sensitive to lateral vibrations and requires that the shaft end to be
drilled and tapped such that the torsiograph is centered on the shaft.
Most torsiograph operate on the seismometer principle, with spring mass mechanism the
relative motion of which is converted into an electrical signal by inductive proximity
detectors.
MEASUREMENT RESULTS WITHOUT DAMPER
Measurement of the engine crankshaft torsional vibrations without dampers showed that

307 Hz

507 Hz

the shaft was operating at natural frequency (

and
), between the natural
frequencies and higher. The analysis results were presented in a form of angle and order
analysis.

Figure 4: vibration analysis

Vibration Angle and Order Analysis of a

Crankshaft with Damper

http://www.deviantmethods.com/bigmoose/papers/lukcrankdamper.pdf
The figure shows the vibration angle between the ends of the crankshaft as well as the
order analysis of the vibration amplitudes of the free end of the crankshaft over the
average speed. The vertical axis shows the angle of twist between the ends of a
crankshaft while the horizontal axis shows the order.
Orders:
As orders are events per crank revolution their frequency is variable and fluctuates with
the shaft speed. Orders occur in nice neat increments to each other and may be
confused because of this may be confused with harmonics. Looking at the curve it can
be seen that the maximum amplitude is reach primarily in the 5th, 5.5th and 7.5th orders.
These excite the first natural frequency of the crankshaft.
MEASUREMENT RESULTS WITH DAMPER
Measurement of the engine crankshaft torsional vibrations with dampers showed

307 Hz
improvement. The shaft was no longer operating at natural frequency (

and

507 Hz
). The analysis results were presented in a form of angle and order analysis.

Figure 5: vibration analysis with damper

Vibration Angle and Order Analysis of a

Crankshaft with Damper
http://www.deviantmethods.com/bigmoose/papers/lukcrankdamper.pdf
The above curve shows a measurement of the same crankshaft from a diesel engine
now with vibration dampers. The resonance peaks in the crankshaft vibration angle are
significantly reduced.
CASE STUDY CONCLUSION
It is necessary to install a vibration damper in the crankshaft as the results showed that it
reduces vibrations immensely.
SHOCK AND VIBRATION CONTROL (TORSINAL VIBRATION DAMPER)
Counter masses countering the second moment of inertia of the piston assembly are
employed to balance the crankshaft. Mass reduction can be performed if a shaft is

unbalance. This can reduce vibrations in a crankshaft but it is not a solution that last and
doesnt solve the problem entirely.
The ultimate solution to controlling vibrations in a crankshaft is by means of installing a
damper on the end of the crankshaft opposite to the flywheel. This is where twist is most
extreme.

Figure 6: shock vibration

http://www.scribd.com/doc/19807361/Crankshaft-DamperThe figure above shows an engine with a crankshaft damper as indicated by the red line.
A damper is a mass (inertia ring) and spring/damper (rubber strip) system tuned to a
single frequency. The damper motion lags behind the crank and imparts a lagging torque
to the motion of the crank vibration and also absorbs some energy from the crank motion
as the rubber strip flexes back and forth.
Damper is tuned to one frequency (crankshafts natural frequency) and damps the
various orders as they excite the same frequency in the crank at different crankshaft
speeds. This frequency is then the dampers natural frequency.
Torsional vibration dampers mostly consist of rotating mass and a spring or rubber
element. The natural frequency of the damper is a result of the torsional spring rate of
the element and the inertia of the mass.

Figure 7: vibration damper

Simplified Illustration of the Amplification Function of a Crankshaft with Spring-Coupled

Vibration Damper
The above curve shows basic effect of a damper with a spring coupling on the
resonance curve of a crankshaft. The damper changes the vibration properties of the
crankshaft.
Optimum damping forms a new resonance that is no disruptive. At very low damping the
old resonance disappears but a new one appears. When damping is too high the
damper has little effect on the original resonance; the damper is quasi-rigid, resulting in
approximately the same frequency and amplitude as the original crankshaft resonance.

DESIGN
CONTRAINTS
Internal crankshaft dampers:
There is very little space in the engine as the engine block is designed for a crankshaft
to fit in. This has to be taken into account when designing a crankshaft damper. The
damper must not be obstructive to motion or any other process whatsoever.

CRITERIA
The rotating mass of the damper must always lag the motion of the crankshaft so as to
absorb the vibration energy. This means the bonding element chosen may not be rigid
such that the lagging of the rotating mass is negligible.

DESCRIPTION OF SEVERAL CONCEPTS

TYPES OF CRANKSHAFT DAMPERS
Internal Crankshaft dampers:
Are installed inside the engine block of the engine and thus require space. To solve the
space problem some internal dampers are installed in place of one of the shaft counter
masses. The dampers thus cannot be ring shaped and have to be shaped like a
horseshoe or be pendulum like. One of the examples of these designs is the Luks
Internal Crankshaft Damper.

Figure 8: internal damper

Luks design (Internal Crankshaft Damper (ICD)):

Figure 9: Internal damper ICD

In Luks design the damper is integrated into the crank web (as show in the figure above)
such that there is little effect on space requirements. The damper is no t a closed ring
design but it is horseshoe shaped. The damper is installed on a shaft that has been
modified.

Figure 10: Crankshaft vibration

The damper is located on the first crank web and is secured to the crankshaft with two
radial bolts and, depending on the application, one or two axial bolts and then installed

with this in the engine block. At the same time, the damper also replaces one of the
counterweights for the crankshaft. The damper consist of a rotating mass, spring
element and plastic plain bearing for friction damping.
External Crankshaft dampers:

Figure 11: external damper

Most dampers are designed as closed rings and fit in the crank shaft outside the engine
block as illustrated in the figure above. External dampers consist of a rotating mass
(inertia mass) on a hub with a bonding element between them. The element provides
spring and damper elements between the mass and a hub which would be fixed on the
crankshaft. It may be a rubber (Elastomer) bonding or a viscous fluid (silicone).
Elastomer (rubber) dampers:

Figure 12: Elastomer rubber dampers

The figure shows a picture (left) and an illustration (right) of an external crankshaft
vibration damper.
Viscous (silicone fluid) dampers:

Figure 13: Viscous dampers

Shows a cut-away view of a viscous damper.

EVALUATION OF ALL CONCEPTS

The evaluation of the concepts was based on which concept was economical, easy to
manufacture, easy to install and maintenance.
Internal (Horseshoe) damper vs. External (Ring) crankshaft damper
Internal (Horseshoe) damper:
Internal damper are an advanced step for crankshaft dampers, very advanced in
comparison to conventional internal dampers. The shape such as the Luk
horseshoe shape is very constructive in terms of engine space.
The design is state of the art but very expensive to and complicated to
manufacture. It also creates a disturbance to the design of the crankshaft as it
has to be altered for the shape of the damper.
It is also more demanding in terms of installation and maintenance.
External (Ring) crankshaft damper:
External dampers have been around for a very long time. They are well
understood and very open to improvement.

The idea of installing the damper externally eliminates the problem of disturbance
inside the engine block. Thus the crankshaft does not have to be altered like with
the external damper. It also makes it easy to install and uninstall the component
which is required for maintenance as well.
These designs are easy to manufacture and are very economical.
Rubber (Elastomer) element vs. Silicone (Viscous) fluid
Rubber (Elastomer) element:
Elastomer rubbers come in a list various classifications from which the
appropriate rubber for the application can be chosen. This give more options for
design in terms of properties. (see section 4.2)
Elastomers are less expensive and more accessible than silicone fluid.
The disadvantage of using Elastomer elements is the temperature range limit at
which they can operate.
Silicone (Viscous) fluid
Silicone fluid has very good properties that allow an approximate critical damping
of the system. Viscous dampers are used in heavy duty engine as they can
damper very well in high frequency vibrations.
Silicone fluid is hard to place in the damper and requires careful sealing. The
fluid is very expensive, which is one of the reasons why viscous dampers are
used for special purposes.

VERBAL DESCRIPTION OF THE FINAL SOLUTION

Figure 14: Damper

On the left is shown the outline of the design. The design would be an external rubber
element damper. The external damper design was chosen because it was found to be
the economical and convenient design as compared to internal damper. External are
easy to install and maintain. The rubber element was chosen to a fluid element.

CONCLUDING CHAPTER
CONCLUSION

High amplitudes of vibrations in crankshafts cause vibration noise and torsional

stresses that may lead to torsional break. Amplitudes in a crankshaft are in a
form of twists. The total angle of twist between two ends in crankshafts with no
dampers is sometimes more than twice the allowable magnitude.
Amplitudes can be minimized by adding a damper to the crankshaft. The damper
is tuned to the crankshaft natural frequency and absorbs the crankshaft vibration
energy as it attempts to reach the frequency (Prevents resonance).

APPENDICES
CALCULATIONS
Case study calculations

Figure 15: multi-mass model

The calculations on this were based on the case study engine for which the natural

307 Hz

507 Hz

frequencies were found to be and

and
. The figure above illustrates a
crankshaft induced to a multi-mass model from which the Holzer analysis can be
performed.

Figure 16: gas pressure data

Table 2
Shaft Data
n

d
G
J

305
1916.371519
79
080.00E+09
003.82E-06

Holzer table
Table 3

I m4
A
B
C
D
E
F

0.0002459
0.03387
0.003475
0.003476
0.003392
0.09

radians
1
0.998524
0.896284
0.784696
0.784696
0.656934

2L
GJ

0.000246
0.03382
0.003115
0.002728
0.002662
0.059124

0.000246
0.034066
0.03718
0.039908
0.04257
0.101694

0.5
0.25
0.25
0.25
0.35
-

6.002486
3.001243
3.001243
3.001243
3.001243
-

2L
I
GJ
0.001476
0.10224
0.111588
0.11977
0.127762
-

Figure 17: vibration

Figure 18: mode of vibration

The pattern of the mode of vibration in this engine is rather unusual as the nodes cannot
be seen. The plot is obtain by employing Holzer method using the data from figure
above.

Design calculations
The equations below used for design calculations are similar to those of machine
vibration. Using these equations iterations can be made in order to balance out the
parameters so that the system is critically damped.

Figure 19: Damper

mr 2 cr 2 kr 2 mgr 2 0

me mr 2 c e cr 2
,

k e kr 2 mgr
and

ke
me

kr mg
mr

k e ce

me 2me

kr mg
cr

mr
2 kr mg

c e c 2 k e me

ce c 2r mr kr mg

These are the formulas which were used to calculate the vibrations the crankshaft was
experiencing, please refer to table 2 and 3 for results.ELASTOMER PROPERTIES TABLE
Table 4: Elastomer properties table

DRAWING (GENERAL ARRANGEMENT)

Figure 20: Damp

REFERENCES
1.

2.
3.

4.

Luk.
(2002)
7th
Luk
Symposium:
Internal
Crankshaft
Dampers
http://www.deviantmethods.com/bigmoose/papers/lukcrankdamper.pdf Accessed May 03,
2011
Meirovitch, L. (2001) FUNDAMENTALS OF VIBRATIONS Singapore: McGraw-Hill
Mitianiec, W. & Buczek, K. (2007) TORSIONAL VIBRATION ANALYSIS OF
CRANKSHAFT
IN
HEAVY
DUTY
SIX
CYLINDER
INLINE
ENGINE
http://bc.biblos.pk.edu.pl/bc/resources/CT/CzasopismoTechniczne_8M_2008/MitianiecW/To
rsionalVibration/pdf/MitianiecW_TorsionalVibration.pdf Accessed April 26, 2011
Moretti, P.M. (2000) MORDEN VIBRATIONS PRIMER Boca Raton: CRC Press