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Procedia Manufacturing 00 (2017) 000–000 www.elsevier.com/locate/procedia
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Procedia Manufacturing 20 (2018) 434–439
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d International Conference on Materials Manufacturing and Design Engineering
2nd International Conference on Materials Manufacturing and Design Engineering
2nd International Conference on Materials Manufacturing and Design Engineering
Dynamics andDynamics
Vibrationand
Measurements in Engines in Engines
Vibration Measurements
Dynamics
a,
and Vibration
b
Measurements
c
in Engines
N.S.Ahirrao
Manufacturing *, Dr.S.P.Bhosle
Engineering a, , Dr.D.V.Nehete
Society International Conference
b 2017, MESIC
c 2017, 28-30 June
N.S.Ahirrao a,*, Dr.S.P.Bhosle b, Dr.D.V.Nehete c
N.S.Ahirrao
a
Ph.D. Scholar,M.I.T., 2017, Vigo (Pontevedra),
*, Dr.S.P.Bhosle
Aurangabad, India Spain
, Dr.D.V.Nehete
a
b Ph.D. Scholar,M.I.T., Aurangabad, India
Marathwada Institute of Technology,Aurangabad,India
b a
c Marathwada
Ph.D. Institute of Technology,Aurangabad,India
Scholar,M.I.T.,
Marathwada Institute of Technology.,Aurangabad,India Aurangabad, India
Costing models for capacity optimization in Industry 4.0: Trade-off
cb
c
Marathwada Institute
Marathwada Instituteof
of Technology.,Aurangabad,India
Technology,Aurangabad,India
Marathwada Institute of Technology.,Aurangabad,India
between used capacity and operational efficiency
Abstract
Abstract A. Santanaa, P. Afonsoa,*, A. Zaninb, R. Wernkeb
ad to fatigue failure or damage which is harmful to engine supporting structures. The impact introduces large
Vibrations
us large stresses, whichlead can to fatigue
cause bothfailure or damage
vibrations and
a early which
failureis of
harmful to engine supporting
the4800-058
mechanisms. Our objective structures. The impact introduces large
University of Minho, Guimarães, Portugal in this work
Vibrations
forces and lead
thus to
largefatigue
stresses,failure
which
he effectiveness of engine support and effect of looseness or damage
can cause which
both is harmful
vibrations
on the structural to
and engine
early supporting
failure
vibrations. of
To Brazilthe
minimize structures.
mechanisms. The
the possible impact
Our introduces
objective large
in this work
b
Unochapecó, 89809-000 Chapecó, SC,
ociated withforces
was to and
engine show thusthelarge
vibration, stresses,
effectiveness
a robust andwhich can support
ofaccurate
engine cause both
design ofand vibrations
effect is
support and early
of needed
looseness failure
on
which the of thebolted
structural
includes mechanisms.
vibrations.
joints. To Our objective in
To minimize thethis work
possible
was
ngine vibrations toproper
problems show the
associated effectiveness
mounting withmustengineof vibration,
be engine
provided.support andand
aSometimes
robust effect of looseness
accurate
dampers at the on
design of the structural
support
interface ofis the vibrations.
needed which
engine To minimize
andincludes boltedthejoints.
possible
To
problems
reduce theassociated
engine with
vibrationsengine vibration,
proper a
mounting robust
must and beaccurate
provided.design of
Sometimes
e required. The internal combustion engine is the concentrated mass and if not properly supported, it will cause support is
dampers needed
at which
the includes
interface of bolted
the joints.
engine To
and
reduce
foundation
d will be transferring thetoare
engine vibrations
therequired.
supporting proper combustion
Thestructures.
internal mounting
Damping must isenginebe isprovided.
difficult the Sometimes
concentrated
to model ourdampers
out, so mass and ifwas
focus at on
not thetointerface
properly of the itengine
the supported, and
will cause
Abstract
foundation
vibrations
parameter for are will
and
this research required.
by be The internal
transferring
direct combustion
to the
measurement ofsupporting
vibration engine is the
nearconcentrated
structures.
values Damping mass
is difficult
the resonance and to ifmodel
conditions. not properly
out, so
Results supported,
of our focus wasit will cause
on to the
l enable thevibrations
stiffness
designer asand
an will way
a parameter
easy be transferring
foradjust
to to stiffness
the the by
this research supporting
direct structures.
measurement
parameter by Damping
of vibration
tightening of is difficult
boltsvalues
to the to
near model out,
the resonance
supports, which so our focus wasResults
conditions. on to the
of
Under
stiffness the aconcept
aswill parameter offordesigner
"Industryan 4.0", production processes will bevalues
pushed nearto thebe ofincreasingly interconnected,
this vibration
cing the overall paper enable
and noisethelevel.this research easybywaydirect
to measurement
adjust the of vibration
stiffness parameter by tightening resonance conditions.
bolts to Results
the supports, whichof
information
this
helpspaper willbased
in reducing theon
enable thea real
overall timeanbasis
designer
vibration and,
easynoise
and necessarily,
way level.
to much more
adjust the stiffness efficient.
parameter In this context,
by tightening of bolts to capacity optimization
the supports, which
goes
helpsbeyond
in reducing the the
traditional aim of capacity
overall vibration and noisemaximization,
level. contributing also for organization’s profitability and value.
Authors. Published by Elsevier B.V.
Indeed,
© 2017
under responsibility Thelean management
Authors. Published andby continuous
Elsevier the 2nd Internationalapproaches
B.V. improvement Conferencesuggest capacity optimization instead of
©
© 2018
2017TheThe of the scientific
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Authors. Published
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byby
Elsevier ofB.V.
Elsevier B.V. committee
on Materials
Peer-review
maximization.
ng and Design Engineering.
Peer-review under
The responsibility
study of of
capacity the scientific
optimization and costingof the 2nd
models
under responsibility of the scientific committee of the 2nd International Conference on International
is an important Conference
research
Materials on Materials
topic that deserves
Manufacturing and
Peer-review
Manufacturing
contributions
Design Engineering.
under
fromand responsibility
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both the of the
Engineering.
practical and scientific
theoretical committee of
perspectives. the 2nd
This International
paper presents Conference
and on
discusses Materials
a mathematical
ations; engine
Manufacturing and Design Engineering.
model forstiffness;
support; capacity management based on different costing models (ABC and TDABC). A generic model has been
bolts
Keywords: vibrations; engine support; stiffness; bolts
developed and it was
Keywords: vibrations; engineusedsupport;
to analyze idlebolts
stiffness; capacity and to design strategies towards the maximization of organization’s
value. The trade-off capacity maximization vs operational efficiency is highlighted and it is shown that capacity
optimization might hide operational inefficiency.
tion ©
1.2017 The Authors. Published by Elsevier B.V.
Introduction
Peer-review under responsibility of the scientific committee of the Manufacturing Engineering Society International Conference
1. Introduction
ibrations which
2017. generates in the interior of vehicle reduces the user’s ride comfort .As the quality and
Noise
ness are the keyand vibrations
features which generates
in today’s automobilein the interiorit of
is vehicle reduces the user’s ride comfort
and .As the quality and
Noise and vibrations
competitiveness are which
the keygenerates
features ininindustry,
the interior
today’s of necessary
vehicle
automobile
to measure,
reduces
industry, the
it user’s
is
analyze
ride comfort
necessary .As theanalyze
quality and
e root cause for theCost
Keywords: major
competitiveness source
Models;
are ofTDABC;
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the noisefeatures
key and vibrations.
Capacity
in It isautomobile
Management;
today’s found
Idle that industry,
Capacity; engine is itthe
Operational main
Efficiency
is sourcetoofmeasure, analyze and
necessary
to measure,
diagnose
brations due the rootofcause
to loosening for It
mounts. thealso
major source
causes of noisewear
excessive and and
vibrations.
looseningIt isoffound that engine
mountings. It is is the main sourceandof
diagnose the root cause for the major source of noise and vibrations. It is found
structural vibrations due to loosening of mounts. It also causes excessive wear and loosening of that engine is themountings.
main sourceIt of
is
structural vibrations due to loosening of mounts. It also causes excessive wear and loosening of mountings. It is
1. Introduction
017 The Authors. Published by Elsevier B.V.
The cost
2351-9789©
nder responsibility ofscientific
2017
of the idle
The capacity
Authors. is a fundamental
Published
committee by Elsevier
of the information
B.V.
2nd International for companies
Conference and their
on Materials management of extreme importance
Manufacturing
Peer-review
2351-9789©
ngineering.in under
2017
*Corresponding The
modern production responsibility
systems.ofInthe
Authors. Published byscientific
Elsevier
general,
author.Tel:9423185587E-mail committee
it isB.V. ofunused
defined as the 2nd capacity
International
address:nileshahirrao15@gmail.com Conference potential
or production on Materials
andManufacturing
can be measured
Peer-review under responsibility
and Design Engineering. of the scientific
*Corresponding committee of the 2nd
author.Tel:9423185587E-mail International Conference on Materials Manufacturing
address:nileshahirrao15@gmail.com
in several ways: tons of production, available hours of manufacturing, etc. The
and Design Engineering.*Corresponding author.Tel:9423185587E-mail address:nileshahirrao15@gmail.com management of the idle capacity
* Paulo Afonso. Tel.: +351 253 510 761; fax: +351 253 604 741
E-mail address: psafonso@dps.uminho.pt

2351-9789 © 2017 The Authors. Published by Elsevier B.V.

Peer-review
2351-9789 © under
2018responsibility
The Authors. of the scientificbycommittee
Published Elsevier of the Manufacturing Engineering Society International Conference 2017.
B.V.
Peer-review under responsibility of the scientific committee of the 2nd International Conference on Materials Manufacturing and
Design Engineering.
10.1016/j.promfg.2018.02.063
 N.S. Ahirrao et al. / Procedia Manufacturing 20 (2018) 434–439 435
2 N.S.Ahirrao,Dr.S.P.Bhosle,Dr.D.V.Nehte/ Procedia Manufacturing 00 (2017) 000–000

important to remember that stiffness is a difficult phenomenon to model in vibrating systems. Stiffness can be
approximated by using direct experimentations. [1-6].
Mounting technology and in particular the bolted joints are widely used to control vibration and interior cabin
noise levels, for which engine noise and vibration levels are key elements to measure .The vibrations caused at the
engine are two types, torsional and longitudinal vibrations. The rotation of crankshaft of an engine increases the
cylinder pressure as the piston approaches top dead center on the compression stroke. Ignition and combustion
increases the pressure just after and the pressure starts to decrease when the piston moves down to bottom dead
center [7-10].
Jump phenomenon, vibration control and natural frequencies of engine systems are all integrated. In an engine
system, the follower is kept pressed against the cam surface by means of a retaining spring. Due to inertia of the
follower, beyond a particular speed, during a part of cam rotation, the follower may loose contact with the cam,
which is a type of vibration. This is a transient condition that occurs only with high speed engine. With jump, the
cam and the follower separate owing to excessively unbalanced forces exceeding the spring force during the
period of negative acceleration. It increases the unbalanced components of forces on engine mountings [11, 12].

2. Vibration Theory for Bolted Joints on Structure

Bolts are made from elastic materials such as steel. When a bolt is tightened, it is stretched like a spring. Bolted
joints are also elastic in nature. As the bolt is tightened the joint is compressed and acts as a compressive spring.
The stiffness of the joint is typically five times or more than that stiffness of the bolt. The effect of axial loading is
to primarily reduce the compression in the joint rather than extending the bolt. This is why the bolts are tightened
than left loose.
The vast majority of machine failures caused by vibration problems are fatigue failures. The time required to
achieve fatigue failure is determined by how far an object is deflected (displacement) and the rate of deflection
(frequency). Of course, displacement is simply a measure of the distance travelled and frequency is a measure of
the number of times the "trip" is taken in a given period of time such as a minute or second. If it is known how far
one must travel in a given period of time, it is a simple matter to calculate the speed or velocity required. Thus, a
measure of vibration velocity is a direct measure of fatigue [13-15].
Hence, fatigue = displacement x frequency, velocity = displacement x frequency, thus, velocity = fatigue.
The fact that vibration velocity is a direct indicator of fatigue and vibration severity is clearly indicated by the
general machinery vibration severity charts. The benefits and advantages of measuring vibration velocity instead
of vibration displacement include:
 Vibration velocity is a direct indicator of fatigue since it takes into accounts both displacement and frequency.
 It is not necessary to know the frequency of vibration in order to evaluate the severity of vibration velocity
since frequency is already a part of velocity.
 A measurement of overall vibration velocity is a valid indicator of the overall condition of a machine whether
the vibration is simple (one frequency) or complex (more than one frequency).

3. Vibration Measurement on Diesel Engine Support Structure

The internal combustion (IC) engine is the concentrated mass in the vehicle and if not properly supported, it will
cause vibrations and transfer to the supporting structures. Ride comfort, driving stability and drivability are
important factors for the performance of a vehicle and are affected by the engine vibrations. Because of the
environmental considerations, as well as changes in consumer preferences, vibrations induced, must be reduced.
Vibration behaviour of an IC engine depends on unbalanced reciprocating and rotating parts, cyclic variation in
gas pressure, shaking forces due to the reciprocating parts and structural characteristics of the mounts. Engine
vibrations are caused due to the reciprocating and rotating masses of the engine. The variations of inertial forces
are due to the combustion and the compression differences of the piston cylinder arrangement during their
operation. The engine inertial forces leads to the unbalanced forces of the engine and they are quiet varying with
respect to speed, fuel supply and combustion characteristics of the fuel. To predict the vibration output of an
engine and to minimize the possible durability and consumer perceived quality problems associated with engine
vibration, a robust and accurate design model is needed. To reduce the engine vibration proper mountings must be
436 N.S. Ahirrao et al. / Procedia Manufacturing 20 (2018) 434–439
N.S.Ahirrao,Dr.S.P.Bhosle,Dr.D.V.Nehte / Procedia Manufacturing00 (2017) 000–000 3

provided at the interface of the engine and chassis [16-17].The pressure on the piston generates the tangential
force that does useful work and increases the rotational speed of the crankshaft during this combustion stroke,
whereas the compression stroke decreases the engine’s angular velocity. The changing rotational speed results in
the speed fluctuations of the crankshaft and induces the torsional vibrations at the crankshaft. Variation in the
combustion pressure during the downward motion produce the unbalanced forces at the engine block and the
unbalanced forces at the block are measured as longitudinal vibrations in the three orthogonal directions.
Vibrations can be reduced by minimizing the unbalanced forces and by supporting the engine at proper mounts
[18-20].
The engine mounts should have characteristics of high stiffness and high damping in the low frequency range and
of low stiffness and low damping in the high-frequency range. Hydraulic mounts do not perfectly satisfy such
requirements. Although hydraulic mounts greatly increase damping at low frequencies, they also degrade isolation
performance at higher frequencies. Hydraulic mounts are not cost effective; they had complexity in design and
low reliability. Though various types of hydraulic mounts have been developed for the vehicle mount systems, it
is still reported that the rubber mounts and bolted joints show significant importance in ride comfort and reduced
noise levels. Bolted joints can be designed for the necessary elastic stiffness rate characteristics in all directions
for proper vibration isolation. They are compact, cost-effective, and largely maintenance free [21-23].

4. Experiment

Experimental analysis is done with the objective of:

(a) Finding frequency response curves to detect the frequency and related peak values.
(b) Determination of compression/tightening levels of bolts on foundations for adjusting the stiffness.

4.1 FFT Analyzer

Table 1. Specifications for FFT analyzer-SENDIG-911

Maximum Measurement Maximum

Parameter Frequency Range
Range Resolution

Displacement Peak-Peak
value 5 mm 1 micrometre 10 - 500Hz

Velocity RMS value 200mm/s 0.1 mm/s 10 – 1kHz

Acceleration Peak value 250m/s2 0.1 m/s2 20 – 10kHz

High Frequency 20unit 0.1unit 5-1kHz

Acceleration Envelope RMS
value
Accuracy: Frequency response accuracy:  5 %
Non-linearity:  5 %
Type of sensors: Piezoelectric accelerometer
Temperature: 5oC - 50oC
Humidity < 85%
4.2 Specifications of Sound Level meter

Frequency Weighting Network- A & C weighting.

Microphone: Electric Condenser Microphone.
Size of Microphone: 1/2 inch standard size.
Operating temperature: 0oC to 50oC.
 N.S. Ahirrao et al. / Procedia Manufacturing 20 (2018) 434–439 437
4 N.S.Ahirrao,Dr.S.P.Bhosle,Dr.D.V.Nehte/ Procedia Manufacturing 00 (2017) 000–000

4.3 Experimental setup

Accelerometers are placed at the bearing housing of a diesel engine setup in two perpendicular directions named
as X and Y directions.

Fig.1. Single cylinder four strokes 5.2 kW, 1500 rpm diesel engine

4.4 Results and Discussion

FFT Spectrum: Parameter- Velocity RMS value, Frequency Range: 1-1000Hz

Fig.2.Spectrum at the initial stage, X-direction Fig.3.Spectrum at the initial stage, Y-direction

Fig.4.Spectrum after tightening of bolts, X-direction Fig.5.Spectrum after tightening of bolts, Y-direction
 N.S.Ahirrao,Dr.S.P.Bhosle,Dr.D.V.Nehte / Procedia Manufacturing00 (2017) 000–000 5
438 N.S. Ahirrao et al. / Procedia Manufacturing 20 (2018) 434–439

Table2 . Readings by FFT analyzer

Method of Vibration Readings
Detection
Observation Speed of Conditions Position Velocity (mm/s)
No. Engine
rpm

Before the X-axis-Radial 0.71/1.18/1.8

1 1500 tightening of
Measurement (Velocity) at bolts Y-axis-Radial 0.71/1.40/1.8
Bearing Housing by FFT
Analyzer

2 1500 After the X-axis-Radial 0.71/0.73/1.8

tightening of
bolts Y-axis-Radial 0.71/0.82/1.8

Fig.6.Spectrum by Sound level meter

Table 3. Readings by Sound level meter

Vibration Detection Observation Speed of Conditions Sound level(dB)

No. Engine
rpm
1 Before the
tightening of
1500 bolts 100
Sound Level
Measurement
2 1500 After the
tightening of 82
bolts

Figure 2 illustrates the spectrum for which the RMS value range is 0.71/1.18/1.8 (mm/s) in radial X-direction and
Figure 3 illustrates the spectrum for a range of 0.71/1.40/1.8 (mm/s) in radial Y-direction, which suggests that
foundation bolts are loosen. Figure 4 and 5 illustrates the spectrums after tightening of bolts on foundation, the
vibration levels are reduced and the readings are 0.71/0.73/1.8 (mm/s) in X-direction and 0.71/0.82/1.8 in Y-
direction respectively. As per ISO 2372 guidelines this is a good operating range for machines less than 15 kW
power. Figure 6 shows that there is no considerable spike in sound level during the operation. So it is very
difficult to predict the vibration spectrum by sound level only. The sound level is reduced from 100 dB to 82 dB
after tightening of bolts as shown in table 3.
6 N.S.Ahirrao,Dr.S.P.Bhosle,Dr.D.V.Nehte/ Procedia Manufacturing 00 (2017) 000–000
N.S. Ahirrao et al. / Procedia Manufacturing 20 (2018) 434–439 439

5. Conclusion

In this work a novel approach for the vibration measurement on diesel engine support structure was presented. We
have seen a classical example of looseness which comes directly from the loosening of foundation bolts. The
stiffness of mountings is a key element in reducing the vibrations passing to structures. If we take care for all kind
of misalignments, even then there is always a possibility of structural vibrations due to looseness. The
misalignment and looseness are the common causes of vibrations in IC engines. This study therefore directly
addresses the issues in supports for engines and mountings. No doubt the vibrations would be eliminated by
proper fixing the foundation bolts and make the system effective and supportive to eliminate the vibrations.
Vibration measurement with accelerometer and FFT analyzer is a key element in identifying the correct reason for
engine vibrations.
In the forthcoming work, we intend to work on optimizing the location of supports so that the frequency of
loosening of foundation will be reduced. Overall effect of reducing the vibrations in engines and vehicles is
always key issues in an automobile industry for safety and comfort. Accordingly parameter selection in vibration
measurement and analysis is important for optimization and future study will address these issues.

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