16_Strchler_de 14.10.

2008 13:00 Uhr Seite 1

Experimental modal and operational

vibration analysis in practice

Optimized vibration control

of diesel-electric power
units in rail vehicles
RUDOLF STRCHLER Diesel-electric vehicles are frequently used
SULZER INNOTEC in public rail transit systems. Diesel motors
inherently pose vibration-related problems.
Consequently, vibration testing and vibration
control modifications are necessary to
address each individual application. In close
collaboration with Stadler Bussnang AG,
the vibration engineering experts at Sulzer
Innotec have successfully reduced the
vibration produced in the drive units of
articulated railcars. After conducting modal
and vibration analyses, the specialists
determined the complex dynamic behavior
involved and developed measures for
optimization.

Commuter rail traffic in Stadler Bussnang AG equips its

densely populated metropoli-
tan areas is growing significantly
throughout the world. Diesel-elec-
tric vehicles are frequently em-
ployed since many lines are not elec-
trified. In contrast to vehicles pow-
ered by overhead lines, diesel mo-
tors pose vibration control problems.
model GTW articulated railcars
with standard diesel motors of
commercial vehicles. These motors
are inexpensive to operate due to
their standard design, easy pro-
curement, and low maintenance
costs. However, since vibration
behavior is specific to a particular

16 SULZER TECHNICAL REVIEW 3/2008 4244

16_Strchler_de 14.10.2008 13:00 Uhr
application, the standard motor
has to be specially verified for use
in the railcar power unit and its
design modified as needed.
In the context of a successful
long-term collaboration, Stadler
Bussnang AG commissioned the
vibration engineering specialists
of the Sulzer Innotec research and
development unit to conduct stud-
ies of the various GTW models.
The experts analyzed the dynamic
behavior via modal and opera-
tional vibration analyses and
developed measures for optimiz-
ing the design and operational
characteristics of the power unit in
cooperation with the motor sup-
plier and vehicle manufacturer.
Vibration characteristics of the
power unit during operation
As a starting point, the specialists
of Sulzer Innotec assessed the dy-
namic behavior of the power unit
and its components (Fig. 1). They
used 3-dimensional operational
vibration measurements with a
wide variety of structure points
1 Power unit with components and measurement points:
instrumentation applied.
1 Hydraulic unit
2 Turbocharger
3 Generator
4 Motor
5 Flywheel housing
1
3
5 cell, on the motor block at the
Seite 2
in both stationary testing as well
as testing in actual operation (up
to 56 measurement channels are
available). The measured signals
of the structural accelerations were
then analyzed using time func-
tions, frequency spectra, waterfall
diagrams, transfer functions (Bode
plots) and spectrograms. Apart
from showing vibration ampli-
tudes and associated frequencies,
these representations allow the
relation of vibration maximums to
a specific rotational speed or oper-
ating condition, respectively. The
waterfall diagram (Fig. 2) showed
clear-cut excitation frequency
bands. When they encounter natu-
ral frequencies, resonances result
that are clearly recognizable at the
vibration maxima. Four-stroke
piston engines create a wide spec-
trum of vibrations, beginning with
a first order of f = 0.5fn (fn = rota-
tional frequency [r.p.s.]) and their
higher harmonics, i.e., 1, 1.5, 2, 2.5
times the rotational frequency. The
speed range lies between 800 and
1900 r.p.m.
2 modal parameters of the structure
4
160
Velocity (mm/s)
120
Time (s)
80
40
20
10
0
0 40 80 120 160
Frequency (Hz)
2 Operational vibration analysis:
example of a waterfall diagram.
Using operational vibration
measurements, it was shown
that in some mounted compo-
nents the wideband RMS
values (101000 Hz) would reach
vibration velocities of up to
95 mm/srms during operation at
the resonance points. Consequent-
ly, targeted measures are required
in order not to exceed the guide-
line values prescribed by relevant
standards. In order to develop
these measures, the vibration en-
gineering experts of Sulzer Innotec
analyzed the modal parameters
(mode shapes, natural frequencies,
and damping) of the power unit
using modal analysis.
Modal analysis
During modal analysis, the struc-
ture undergoing testing is sepa-
rately excited employing a suitable
method in order to determine the
on the basis of the free decay
responses. In the case at hand, the
structure was struck using an
impulse hammer, featuring a load
driving point. Figure 3 shows the
modal analysis model. The loca-
tion of the points and the corre-
sponding number depends on the
complexity of the mode shape. The
SULZER TECHNICAL REVIEW 3/2008 17
16_Strchler_de 14.10.2008 13:00 Uhr Seite 3
3 Modal analysis Figure 5 shows one of the critical
model (wireframe mode shapes (torsional vibration
model).
of the power unit). If no measures
are taken, the power unit could be
Motor
Hydraulic unit run to its natural frequency mode
Turbocharger in the higher speed range and thus
Frame
Generator lead to pronounced vibration am-
Driving point plitudes at the structure points lo-
cated furthest from the center of
torsion due to their kinematics. A
portion of this torsion would
occur in the flywheel housing.
installation frame in the vehicle This vibration would also be cou-
was also included in the analysis pled with the vibration of the hy-
for the purpose of obtaining com- draulic unit, which is supported
prehensive information and as- on the generator and linked to the
sessing the elastic bedding. motor block via the power take-
As expected, a sizable number of off. Vertical and horizontal bend-
natural frequencies occurred ing modes of the power unit also
rigid body modes and elastic lie in the possible excitation fre-
modes. This can be seen on the quency range. The turbocharger
basis of the so-called global trans- also exhibits local resonances.
fer matrix, which in simplified
terms reflects the mean square of Modifications and measures
all measured transfer functions Following from the results of the
(Fig. 4). Regardless of their ampli- operational vibration and modal
tude, the peaks in this diagram analyses, the experts of Sulzer In-
correspond to the natural frequen- notec increased the basic rigidity
cies (resonances). level of the power unit. This was
done by replacing the cast-alu-
minum flywheel housing with one
made of nodular cast iron. Since
the nodular cast-iron housing pos-
4 Modal analysis: global transfer matrix with
marked key resonant frequencies. sesses a modulus of elasticity 2.3
times higher, this results in stiffen-
106 Rigid body modes Elastic modes
6 ing of the link between the motor
and generator. Being primarily
related to this stiffness, the modes
(horizontal and vertical torsion of
4 the power unit) consequently
(m/s2/N)2
exhibited increases in frequency
between 17.6% and 19%. The situ-
ation was less clear with regard to
2 the torsion of the power unit since
the motor block was also substan-
tially involved in this vibration
shape (Fig. 5). By stiffening the fly-
0
0 40 80 120 160 200 wheel housing, the torsion was
Frequency (Hz)
largely shifted to the engine cas-
18 SULZER TECHNICAL REVIEW 3/2008
Location of maximum
vibration amplitudes
Non-deformed
Deformed
5 Shape of the torsional vibration of
the power unit (Mode 5) coupled with
bending of the hydraulic unit.
ing, which became the torsionally
elastic element since it was the
weakest link in the chain. The fly-
wheel housing represented only
part of the power units overall
rigidity matrix. The increase in
the torsional natural frequency
amounted to only 11%. However,
the basic rigidity of the system was
increased, thus enabling a reduc-
tion in the vibration amplitudes to
be achieved.
A second focus of the specialists
was the hydraulic unit, whose
pronounced deflection occurred
outwardly in a horizontal direc-
tion, so that the strongest vibra-
tions occurred there (Fig. 5), which
was due to a linked local torsional
resonance in the same frequency
range. This can be clearly noted on
the basis of the deformation of the
hydraulic unit, which exhibited
far greater vibration amplitudes at
the outer points than would have
been the case considering the
angle of torsion alone. Conse-
quently, the mounting of the
hydraulic unit support member
on the generator was shifted out-
ward (Fig. 6).
The impact of the 2 measures on
the horizontal vibration of the
outer hydraulic unit is shown in
figure 7. The vibration reductions
and frequency shifts of the 2 vari-
ants are clearly visible. However,
16_Strchler_de 15.10.2008 16:23 Uhr
2
1 member.
3 3
4
1 Hydraulic unit
2 Power takeoff
3 Position of the original support member
4 New support member
this change has an unfavorable
impact on the vertical vibration
since the support member can not
be affixed directly to the genera-
tor, but rather requires a connect-
ing plate between the 2 ends of
the generator. Therefore, the ver-
tical rigidity of the support mem-
ber is reduced significantly, and
the vibration in the vertical direc-
tion increases. As a consequence,
damage to the support member
could not be ruled out in this ver-
sion. It was suspected that, due to
the vibration shape, the outer part
of the hydraulic unit and the
power takeoff linked to it at the
motor moved in phase opposition
as a result of the torsion of the
power unit. Another disadvan-
tage is that a high degree of
mounting accuracy is required in
order to prevent stress loading of
the pump assembly due to the
fabrication tolerances of the sup-
port member.
After Sulzer Innotec completed the
analysis of the proposed measures,
the design engineers at Stadler
Bussnang AG developed a new
concept with the following main
features:
Disconnection of the hydraulic
unit from the power takeoff cas-
ing
Rigid mounting of the hydraulic
unit on the generator
Seite 4
6 Modification of Transfer functions at measurement
7 Comparison of the
the hydraulic unit 10 -2 point 32 (outer hydraulic unit) transfer functions for
9
support member. various versions of
the hydraulic support
(mm/s/N)
6
Cast-aluminum flywheel housing
(support member: original)
0 Nodular cast-iron flywheel housing
0 40 80 120 160 200 (support member: original)
Frequency (Hz) Nodular cast-iron flywheel housing
(support member: new)
Absorption of the relative tion control optimization, that
radial movements in the area resulted in high operational relia-
of the power takeoff resulting bility of the power unit coupled
from this concept by an elastic with low maintenance costs.
coupling
As a result of the new concept
(Fig. 8) the remaining residual
vibration of the hydraulic unit
during resonant operation was
8 New design of the affixation of the hydraulic unit
reduced by more than half. with measurement point 32.
A further reduction in vibration
was attempted by restricting the
speed range, i.e., by avoiding
resonant operation altogether.
Resonance-free operation can not
be realized in any other manner
owing to the numerous excitation 1
2
orders of the 4-stroke piston en-
gine. The motor characteristic of 3
the power units makes it possible
to take this step without any per-
formance loss.
Summary 1 Hydraulic unit rigidly mounted to generator using a mounting frame
By conducting vibration measure- 2 Elastic coupling
3 Power take-off
ments during operation and
Measurement point 32
experimental modal analysis, the
experts at Sulzer Innotec were able
to determine the complex dynam- Contact
ic behavior of the power unit. Sulzer Innotec
Understanding the dynamic Frank May
behavior is necessary in order to Sulzer-Allee 25
develop suitable measures for 8404 Winterthur
reducing operation-induced vibra- Switzerland
tion. Through close collaboration Phone +41 52 262 21 56
with Stadler Bussnang AG, Sulzer Fax +41 52 262 00 15
Innotec was able to achieve vibra- frank.may@sulzer.com
SULZER TECHNICAL REVIEW 3/2008 19