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The cheap and compact rubber dampers of shear-type have been widely employed as the torsional vibration control of the crankshaft system of high-speed, automobile diesel engines. The conventional rubber dampers have various rubber forms owing to the thorough investigation of optimum dampers in the design stage. Their rubber forms can be generally grouped into three classes such as the disk type, the bush type and the composite type. The disk type and the bush type rubber dampers are called “the basic-pattern rubber dampers” hereafter. The composite type rubber part is supposed to consist of the disk type and the bush type parts, regarded respectively as the basic patterns of the rubber part, at large. The dynamic characteristics of the vibration isolator rubber depend generally on temperature, frequency, strain amplitude, shape and size effects, so it is difficult to estimate accurately their characteristics.

This paper refers to a numerical computation for vibration displacements and stresses of a crankshaft with a shear type rubber torsional damper by the three dimensional transfer matrix method. The accuracy of this computation method is confirmed by comparing computed results with measured ones. Especially, in this work, the numerical computation method is proposed to compute the vibration displacements and stresses by means of replacing the rubber part of rubber torsional damper with a spring-dashpot model. Then dynamic characteristics are estimated by the complex torsional stiffness derived from a three-element Maxwell model. As a result the torsional vibration stress and bending vibration stress and vibration displacements (angular and lateral displacements) can be computed with an adequate accuracy. This computation method is applicable to predicting the conditions of vibration displacements and stresses, and will contribute to optimum design of the crankshaft.

This paper refers to a numerical calculation method, in which the transition matrix method is employed. The method estimates torsional vibration amplitude of a crankshaft with a rubber damper by taking the dynamic characteristics of the rubber part into consideration. Firstly, the rubber part is replaced with a three-elemental Maxwell model, which is determined by the results of static tests, such as stress relaxation test, creep test and static torsional test. The basic data used for the determination of the element values on the Maxwell model are obtained by these tests. Secondly, the vibration system of a crankshaft with a rubber damper is replaced with a linear lumped model, in which the torsional stiffness and damping coefficient of the damper rubber part are decided by using the element values of the Maxwell model.

This study refers to the dynamic stabilities of pitching and rolling of our manufactured Formula SAE vehicle by numerical analysis and dynamic experiments. Formula SAE Competitions are the events of design and manufacture of the Formula SAE vehicles for university students under the auspices of SAE (Society of Automotive Engineers in U.S.A.). This competition consists of static and dynamic events. The abilities for the engineering design, cost and presentation of the students are judged in the static events. The driving reliability and durability of the competition vehicle are judged in the dynamic events. For the higher winning prize at this competition, it is to get high score in not only the static events but also the dynamic events. The competition vehicle is required excellent acceleration performance, turning performance and durability in the dynamic events[1],[2],[3].

The main purpose of Formula SAE Competition (hereafter called “FSAE”, “Formula Society of Automotive Engineering”) is to let students learn the basic ability necessary for engineers through design, fabrication and test projects. Higher running performance of a manufactured vehicle is one of the most important themes that should be studied in Student Formula Japan Competition (hereafter called SFJ Competition). Also, SFJ Competition is the series of the FSAE. the purpose of this study, the chassis must be required light weighting and high stiffness. The former can reduce the centrifugal force and the inertial force in the turning and the latter can contribute to demonstrate the suspension performance according to design [1], [2], [3], [4]. The SFJ Competition has Skid Pad event to compete for steerage responsiveness and high suspension performance on turning. The balance of the highly performed engine and chassis requires to keep high running performance of competition vehicle [5],[6].

The main purpose of Formula SAE competition (hereafter called “FSAE”) is to let students learn the basic ability necessary for engineers through design, fabrication and test projects[1],[3],[5],[6],[7],[8],[9]. In this study the authors decided to adopt Honda CBR 600 RR which was an engine for motor cycles. Then the engine have strength enough for the light weight design[2],[4]. As the course of the competition consists of short straights and many corners for running within equal to or less than middle speed range, the engine must have excellent acceleration performance to reduce the lap times in the corners. The effective engine performance is necessary for the flat torque in all of engine speed range, especially in low engine speed range. As the regulation allows that a turbocharger is fitted to an engine, its introduction is effective for getting high torque in the low engine speed range.

The main purpose of Student Formula Japan competition (hereafter called “SFJ”) is to let students learn the basic ability necessary for engineers through design, fabrication and test projects. In this study the authors decided to adopt Honda BC-PC37E which was an engine for motor cycles. Then the engine have strength enough for the light weight, downsizing design. As the course of the competition consists of short straights and many corners for running within equal to or less than middle speed range, the engine must have excellent acceleration performance to reduce the lap times in the corners. The effective engine performance is necessary for the flat torque in all of engine speed range, especially in low engine speed range. As the regulation allows that a turbocharger is fitted to an engine, its introduction is effective for getting high torque in the low engine speed range.

The dynamic characteristics of the rubber dampers of compression type have been investigated in comparison with the conventional rubber dampers of shear type. The compression - type damper has been designed so as to produce compression force on the rubber part when torsional torque acts upon it. This research report proposes the design method of the new compression - type rubber dampers. The new rubber dampers have been fabricated on an experimental basis in accordance with the design method formulated by us. With the new dampers equipped in a 6 - cylinder, in - line diesel engine, the dynamic characteristics of stiffness and damping have been examined through experiments. In comparison of the experimental results between the new compression - type rubber damper and the conventional shear - type rubber damper, it has been revealed that the compression - type rubber damper has some advantageous characteristics.

Vibration has been the most objectable problem that inevitably occurs in high speed multi-cylinder diesel engines. The torsional vibration appearing at the crankshaft of the engine is the major source of the engine vibration. A torsional damper, being attached at the end of the crankshaft, has been widely used to reduce the torsional vibration. For this purpose, various kinds of damper as examplified by a double-mass type and a viscous-rubber type have been subject to many investigations during these twenty years. However, less attention has been paid on dynamic characteristics of a shear-type single mass rubber damper in spite of its potential. Thus, the purpose of this study has been directed to establish the concept for designing a best tuned torsional rubber damper. In this work, rubber geometry is considered as one of the most essential factors influencing on dynamic characteristics of the rubber damper.

The dynamic characteristics of conventional viscous-friction dampers are investigated in this paper by adopting simultaneous vibration measurement method at two points. The vibration displacements of the damper casing and the inertia ring can be simultaneously measured in this method. It has become possible that the more detailed dynamic characteristics of the viscous-friction damper can be grasped by the method. Especially, it is an effective method to grasp the behaviors of the inertia ring and the damper casing for clarifying the effect of the silicone fluid on the torsional vibration of crankshaft system. The damper casing was made of acrylic resin in order to measure the behavior of the inertia ring on engine operation. It is possible to measure the torsional vibration displacements waveforms by the optical signals from pulse tapes stuck in both peripheral sides of the damper casing and the inertia ring.

Automotive diesel engines have been developed with the aim of achieving higher performance and lighter weight. Since the torsional vibration stresses of the crankshafts have become severer with increase of specific power, torsional vibration rubber dampers of shear-type have been widely used in order to reduce the vibrations. However, the dynamic characteristics of the dampers depend on amplitude, frequency, temperature and secular change effects. Therefore, the dynamic characteristics should be separately investigated with every influence factor. This indicates that it is difficult for the damper designers to predict the dynamic characteristics of the torsional vibration dampers in engine operation. This paper refers mainly to the dynamic characteristics of shear-type torsional rubber dampers with rubber vibration isolator hardened by secular change.

Described herein is an experimental and theoretical study of the dynamic properties of torsional viscous-friction dampers for use on Diesel engines and the characteristics of torsional vibration of the engine shaftings. At first, three kinds of dampers are fitted to a 14.3 liter, V-type, 8-cylinder Diesel engine and the torsional vibration displacements at the pulley are measured in order to investigate the characteristics of torsional vibration of the shaftings with the damper. The kinematic viscosity of silicone oil is diversely varied in this experiment. It is confirmed that an optimum viscosity exists for each damper from an experimental viewpoint. Next, the dynamic properties of the dampers and the characteristics of torsional vibrations of the engine shaftings are investigated by 3 dimensional analysis of forced vibration by the transfer matrix method, which has been developed by the authors.

The torsional vibration of diesel engines has become severer with the increase of exciting force by higher pressure. Therefore, the running crankshaft is highly stressed owing to the large torsional vibration. Then, torsional viscous fluid dampers of high performance have been employed in high mean effective pressure diesel engines as a measure for vibration reduction. As the dynamic characteristics of the dampers have such a great influence on the vibration of the engine crankshaft system that they cannot be ignored, the viscosity of the silicone oil and the peripheral and lateral gaps of the dampers are diversely varied in the experiment. As the equipment for the measurement of torsional vibration displacement, a phase-shaft type torsiograph equipment was adopted so as to make it easy to measure simultaneously angular displacements of the casing and the inertia ring.