Saab - Service: NVH Saab 9-5 II

Vibration Theory

The designs and engineering requirements of vehicles have undergone drastic changes over the last several years.

Vehicles are stiffer and provide more isolation from road input than they did previously. The structures of today's stiffer vehicles are less susceptible to many of the vibrations which could be present in vehicles of earlier designs, however, vibrations can still be detected in a more modern vehicle if a transfer path is created between a rotating component and the body of the vehicle.

There are not as many points of isolation from the road in many vehicles today. If a component produces a strong enough vibration, it may overcome the existing isolation and the component needs to be repaired or replaced.

The presence/absence of unwanted noise and vibration is linked to the customer's perception of the overall quality of the vehicle.

Vibration is the repetitive motion of an object, back and forth, or up and down. The following components cause most vehicle vibrations

1. A rotating component
2. The engine combustion process firing impulses

Rotating components will cause vibrations when excessive imbalance or runout is present. During vibration diagnosis, the amount of allowable imbalance or runout should be considered a TOLERANCE and not a SPECIFICATION. In other words, the less imbalance or runout the better.

Rotating components will cause a vibration concern when they not properly isolated from the passenger compartment: Engine firing pulses can be detected as a vibration if a motor mount is collapsed.

A vibrating component operates at a consistent rate (km/h, mph, or RPM). Measure the rate of vibration in question. When the rate/speed is determined, relate the vibration to a component that operates at an equal rate/speed in order to pinpoint the source. Vibrations also tend to transmit through the body structure to other components. Therefore, just because the seat vibrates does not mean the source of vibration is in the seat.

Vibrations consist of the following three elements

1. The source - the cause of the vibration
2. The transfer path - the path the vibration travels through the vehicle
3. The responder - the component where the vibration is felt

Scheme 60

In the preceding picture, the source is the unbalanced tire. The transfer path is the route the vibrations travels through the vehicle suspension system into the steering column. The responder is the steering wheel, which the customer reports as vibrating. Eliminating any one of these three elements will usually correct the condition. Decide, from the gathered information, which element makes the most sense to repair. Adding a brace to the steering column may keep the steering wheel from vibrating, but adding a brace is not a practical solution. The most direct and effective repair would be to properly balance the tire.

Vibration can also produce noise. As an example, consider a vehicle that has an exhaust pipe grounded to the frame. The source of the vibration is the engine firing impulses traveling through the exhaust. The transfer path is a grounded or bound-up exhaust hanger. The responder is the frame. The floor panel vibrates, acting as a large speaker, which produces noise. The best repair would be to eliminate the transfer path. Aligning the exhaust system and correcting the grounded condition at the frame would eliminate the transfer path.

Scheme 61

Basic Vibration Terminology

The following are the 2 primary components of vibration diagnosis

1. The physical properties of objects
2. The object properties of conducting mechanical energy

The repetitive up and down or back and forth movement of a component cause most customer vibration complaints. The following are the common components that vibrate

1. The steering wheel
2. The seat cushion
3. The frame
4. The I/P

Vibration diagnosis involves the following simple outline

1. Measure the repetitive motion and assign a value to the measurement in cycles per second or cycles per minute.
2. Relate the frequency back on terms of the rotational speed of a component that is operating at the same rate or speed.
3. Inspect and test the components for conditions that cause vibration.

For example, performing the following steps will help demonstrate the vibration theory

Scheme 62

1. Clamp a yardstick to the edge of a table, leaving about 50 cm (20 in) hanging over the edge of the table.
2. Pull down on the edge of the stick and release while observing the movement of the stick.

The motion of the stick occurs in repetitive cycles. The cycle begins at midpoint, continues through the lowest extreme of travel, then back past the midpoint, through the upper extreme of travel, and back to the midpoint where the cycle begins again.

The cycle occurs over and over again at the same rate, or frequency. In this case, about 10 cycles in 1 second. If we measure the frequency to reflect the number of complete cycles that the yardstick made in 1 minute, the measure would be 10 cycles x 60 seconds = 600 cycles per minute (cpm).

We have also found a specific amount of motion, or amplitude, in the total travel of the yardstick from the very top to the very bottom. Redo the experiment as follows

1. Reclamp the yardstick to the edge of a table, leaving about 25 cm (10 in) hanging over the edge of the table.
2. Pull down on the edge of the stick and release while observing the movement of the stick. The stick vibrates at a much faster frequency: 30 cycles per second (1, 800 cycles per minute).

Scheme 63

1. Cycle 1
2. Cycle 2
3. Cycle 3
4. Time

Vibration Cycles in Powertrain Components

Scheme 64

1. Knuckles
2. Pinion Nose The word cycle comes from the same root as the word circle. A circle begins and ends at the same point, as thus, so does a cycle. All vibrations consist of repetitive cycles.

Scheme 65

1. «AMPLITUDE»(ref-653638-S14128205422014090100000)
2. Reference
3. Time in Seconds
4. 1 Second

Frequency is defined as the rate at which an event occurs during a given period of time. With a vibration, the event is a cycle, and the period of time is 1 second. Thus, frequency is expressed in cycles per second.

The proper term for cycles per seconds is Hertz (Hz). This is the most common way to measure frequency. Multiply the Hertz by 60 to get the cycles or revolutions per minute (RPM).

Scheme 66

1. Maximum
2. Minimum
3. Zero-to-Peak Amplitude
4. Peak-to-Peak Amplitude

Amplitude is the maximum value of a periodically varying quantity. Used in vibration diagnostics, we are referring it to the magnitude of the disturbance. A severe disturbance would have a high amplitude; a minor disturbance would have a low amplitude.

Amplitude is measured by the amount of actual movement, or the displacement. For example, consider the vibration caused by an out-of-balance wheel at 80 km/h (50 mph) as opposed to 40 km/h (25 mph). As the speed increases, the amplitude increases.

Free Vibration

Free vibration is the continued vibration in the absence of any outside force. In the yardstick example, the yardstick continued to vibrate even after the end was released.

Forced Vibration

Forced vibration is when an object is vibrating continuously as a result of an outside force.

Scheme 67

1. Location of Imbalance (Degrees)
2. Centrifugal Force Acting on Spindle

A spinning object with an imbalance generates a centrifugal force. Performing the following steps will help to demonstrate centrifugal force

1. Tie a nut to a string.
2. Hold the string. The nut hangs vertically due to gravity.
3. Spin the string. The nut will spin in a circle.

Centrifugal force is trying to make the nut fly outward, causing the pull you feel on your hand. An unbalanced tire follows the same example. The nut is the imbalance in the tire. The string is the tire, wheel, and suspension assembly. As the vehicle speed increases, the disturbing force of the unbalanced tire can be felt in the steering wheel, the seat, and the floor. This disturbance will be repetitive (Hz) and the amplitude will increase. At higher speeds, both the frequency and the amplitude will increase. As the tire revolves, the imbalance, or the centrifugal force, will alternately lift the tire up and force the tire downward, along with the spindle, once for each revolution of the tire.

Scheme 68

The natural frequency is the frequency at which an object tends to vibrate. Bells, guitar strings, and tuning forks are all examples of objects that tend to vibrate at specific frequencies when excited by an external force.

Suspension systems, and even engines within the mounts, have a tendency to vibrate at certain frequencies. This is why some vibration complaints occur only at specific vehicle speeds or engine RPM.

The stiffness and the natural frequency of a material have a relationship. Generally, the stiffer the material, the higher the natural frequency. The opposite is also true. The softer a material, the lower the natural frequency. Conversely, the greater the mass, the lower the natural frequency.

Scheme 69

1. Frequency - cps
2. Suspension Frequency
3. Unbalanced Excitation
4. Point of Resonance
5. Problem Speed

All objects have natural frequencies. The natural frequency of a typical automotive front suspension is in the 10-15 Hz range. This natural frequency is the result of the suspension design. The suspension natural frequency is the same at all vehicle speeds. As the tire speed increases along with the vehicle speed, the disturbance created by the tire increases in frequency. Eventually, the frequency of the unbalanced tire will intersect with the natural frequency of the suspension. This causes the suspension to vibrate. The intersecting point is called the resonance.

The amplitude of a vibration will be greatest at the point of resonance. While the vibration may be felt above and below the problem speed, the vibration may be felt the most at the point of resonance.

Scheme 70

1. Low Damping
2. High Damping

Damping is the ability of an object or material to dissipate or absorb vibration. The automotive shock absorber is a good example. The function of the shock absorber is to absorb or dampen the oscillations of the suspension system.

Scheme 71

Two separate disturbances that are relatively close together in frequency will lead to a condition called beating, or phasing. A beating vibration condition will increase in intensity or amplitude in a repetitive fashion as the vehicle travels at a steady speed. This beating vibration can produce the familiar droning noise heard in some vehicles.

Beating occurs when 2 vibrating forces are adding to each other's amplitude. However, 2 vibrating forces can also subtract from each other's amplitude. The adding and subtracting of amplitudes in similar frequencies is called beating. In many cases, eliminating either one of the disturbances can correct the condition.

Air/Wind Noise

To analyze a reported windnoise condition, test drive the vehicle to determine the origin of the noise.

Choose a regular route with smooth and straight streets that run in all 4 directions: North, South, East, and West. The area should have little traffic or little noise in order to eliminate interference with the test.

Note. Often there is one primary leak source and one or more secondary leaks that contribute to the noise condition. Repairing only one of the contributing leak sources may not completely repair the total condition but only reduce the condition.

Drive the vehicle at the speed in which the noise was noticed, or until the noise is heard. Maintain safe and legal speeds.

Many of the waterleak diagnosis tests are also used for the windnoise diagnosis.

Most windnoise is caused either by leaking seals or by misaligned body surfaces. You can diagnose the following types of windnoise

1. Wind whistle
2. Wind roar
3. Wind rush

When moving at highway speeds, air pressure inside the vehicle becomes greater than the air pressure outside. When a leak occurs, the escaping air causes a hiss or a whistle.

Wind roar occurs when air passes over or through an opening between the 2 body surfaces. To correct the condition, adjust the alignment to the body surfaces.

Wind rush occurs when air presses over the vehicle's body, and is related to the aerodynamics of the vehicle. Wind whistle and wind roar are repairable. Rule out wind whistle and wind roar before concluding that the wind noise is due to wind rush.

Use the following inspections in order to aid in diagnosing wind whistle or wind roar

1. Note the details for wind noise: The perceived location The location where the noise is loudest When the noise occurs The vehicle speed The interior fan speed The position of the windows What the noise sounds like
2. Inspect the vehicle for the possible cause of the windnoise.
3. Test drive the vehicle and determine if the windnoise is external or internal.
4. Perform a visual inspection of the following components: Loose fasteners Torn weatherstrips Broken weld joints Sealer and/or adhesive skips

Squeaks and Rattles

1. NOTE: Squeaks and rattles are caused by improperly controlled relative motion between vehicle components. There are 4 ways to prevent squeaks and rattles. Attach the component that squeaks or rattles securely.
2. Separate the components that squeak or rattle to prevent contact.
3. Insulate the components that squeak or rattle.
4. Insulate low uniform friction surfaces to eliminate stickslip motion.

Determining Tire Revolutions Per Second At 8 km/H (5 mph) - Using Electronic Vibration Analyzer

Tire and wheel assembly rotational speed can be obtained through using an electronic vibration analyzer. Perform the following steps using an electronic vibration analyzer to obtain the rotational speed at 8 km/h (5 mph). Use the Enter key to advance and the Exit key to backup.

1. On the Main Menu screen, select Auto Mode.
2. On the Suspected Source screen, select Vehicle Speed.
3. On the Tire Info Source screen, select Manual Entry.
4. On the Tire Width screen, enter the specific width of the tires. For example: For a P245/45/R18 tire, enter 245.
5. On the Aspect Ratio screen, enter the specific aspect ratio of the tires. For example: For a P245/45/R18 tire, enter 0.45.
6. On the Rim Diameter screen, enter the specific rim diameter size. For example: For a P245/45/R18 tire, enter 18.0.
7. On the Driveshaft Configuration screen, enter FWD, even if the vehicle is a rear wheel drive.
8. The next screen will display the tire size just entered for confirmation. For example: 245 0.45 18.0 - Front Wheel Drive. If the tire size displayed is correct, press Enter.
9. On the Vehicle Speed Units screen, press Enter, disregard mph or km/h.
10. Press the Exit key several times slowly while watching the backwards progression of the screens. Stop at the Tire Info Source screen.
11. On the Tire Info Source screen, select RPS at 5 mph.
12. The next screen will display the revolutions per second (RPS) at 8 km/h (5 mph) for that specific tire size. For example: The P245/45/R18 will display 1.08 RPS.

Calculating Tire Revolutions Per Second at 8 km/h (5 mph) - Without Electronic Vibration Analyzer

If an electronic vibration analyzer is Not available, the tire and wheel assembly rotational speed can be calculated approximately by performing the following steps.

1. Convert the rim diameter size from inches to centimeters. For example: For a P245/45/R18 tire, the rim diameter of 18 in X 2.54 converts to 45.72 cm.
2. Calculate the radius of the rim by dividing the rim diameter by 2. For example: For a P245/45/R18 tire, the rim diameter of 18 is converted to 45.72 cm divided by 2 = rim radius 22.86 cm.
3. Calculate the approximate tire sidewall height by multiplying the specific tire tread width by the aspect ratio, then reduce 7% from the amount by multiplying by 93% to approximate load on the tire reducing the sidewall height. For example: For a P245/45/R18 tire, tread width 245 mm X aspect ratio as a decimal 0.45 = 110 mm X 0.93 = approximate sidewall height 102.30 mm.
4. Convert the calculated approximate tire sidewall height from millimeters to centimeters. For example: For a P245/45/R18 tire, approximate sidewall height 102.30 mm converts to 10.23 cm.
5. Calculate the approximate tire and wheel assembly radius by adding the rim radius and approximate sidewall height, both in cm. For example: For a P245/45/R18 tire, rim radius 22.86 cm + 10.23 cm = approximate tire and wheel assembly radius 33.09 cm.
6. Calculate the approximate circumference of the tire and wheel assembly by multiplying 2 X pi, or 6.283185 X the approximate tire and wheel assembly radius. For example: For a P245/45/R18 tire, 6.283185 X approximate tire and wheel assembly radius 33.09 cm = approximate tire and wheel assembly circumference 207.911 cm.
7. Calculate the approximate revolutions per kilometer by dividing the number of cm in 1 km, 100, 000 cm by the approximate tire and wheel assembly circumference. For example: For a P245/45/R18 tire, 100, 000 cm divided by approximate tire and wheel assembly circumference 207.911 cm = approximate revolutions per kilometer 480.975.
8. Calculate the approximate revolutions per second (RPS), or Hz, by dividing the approximate revolutions per kilometer by the number of seconds to travel 1 km at a speed of 8 km per hour, 450 seconds. For example: For a P245/45/R18 tire, approximate revolutions per kilometer 480.975 divided by the number of seconds to travel 1 km at a speed of 8 km per hour, 450 seconds = approximate RPS, or Hz 1.069 rounded to 1.07.

Vibration Analysis - Engine Balance

Placing an electronic vibration analyzer sensor onto the underside of the engine oil pan along the FRONT and the REAR edge allows for a determination to be made, which will help to narrow down the cause of the disturbance.

The clutch pressure plate and the engine flywheel are marked for proper indexing of the heavy-spot of one to the light-spot of the other. Improper indexing of the pressure plate to the flywheel can produce a disturbance.

An engine flywheel that is loose at the engine crankshaft or that is cracked, damaged and/or missing balance weights; and/or a clutch pressure plate and clutch driven plate that has loose springs, cracks, warpage, damage and/or missing balance weights - can produce a disturbance when their mass is combined.