As its name suggests Operational Deflection Shape analysis shows the vibration pattern experienced during normal operational condition. This is different to other structural vibration tests such as impact hammer tests, bump tests or shaker tests which require a more controlled excitation force and are used to determine specific characteristics of the structure under test, such as natural or resonant frequencies.
Picture the scenario; you have captured some noise & vibration data from a rotating machine. Typically, this might be noise in a vehicle cabin, but could have been anything from…
By combining a speed signal with a data signal and using the Short Time FFT algorithm (Hopping FFT), it is possible to extract order data directly as a function of time (Orders from Hopping FFT) rather than as a function of speed (Waterfall). This is very useful when analyzing a complete operational cycle which includes run ups, rundowns and periods at operational speeds.
The requirement was to develop a ‘standard’ test for assessing power steering pump noise (and sound quality) in vehicles. Measurements needed to be objective so that the method would be suitable for evaluating dissimilar vehicles and different types of pump.
Noise is an important consideration when a consumer is selecting a new vehicle. It is therefore imperative that every aspect of the vehicle’s acoustic profile is thoroughly understood and refined.
From an end user point of view the assessment criterion is simply how much will the driver or passengers hear the pump noise in relation to the vehicle background noise. That is, will the pump produce, what may be called, audible tones with the vehicle in different operating conditions.
With shafts, gears and the like, the general method of determining the rotational speed is to use some form of tachometer or shaft encoder. These give out a pulse at regular angular intervals. It we have N pulses per rev then obviously we have a pulse every (360/N) degrees. Determining the speed is nominally very simple: just measure the time between successive pulses. If this period is Tk seconds and the angle travelled is (360/ N) degrees then the rotational speed is simply estimated by 360/(N*Tk) degrees/second or 60/(N*Tk) rpm.
This post discusses analyzing shaft twist and at the same time handling the less than perfect data that we have all come across.
A shaft has been instrumented with two shaft encoders, one at each end. Each shaft encoder gives out a once/rev pulse and a 720 pulses/rev signal. Each signal was digitised at 500,000 samples/second. The objective is to measure the twist in the shaft and analyze into orders. The test stand was already equipped with a data acquisition system so a Prosig acquisition system was not required. Instead it was decided that the data captured by the resident system would be imported into the DATS software. The only format available from the customer system was ‘comma separated variables’ or CSV. This is not ideal as it is an ASCII based format and therefore creates very large files.
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In a recent article we described how the Prosig P8000 hardware and DATS software had been used to help Dalmeny Racing diagnose a problem with an exhaust bracket on their Formula Ford racing car. Whilst the car was instrumented for structural tests on the exhaust the opportunity was taken to carry out a simple automotive noise test. It was felt that these would provide some useful “real world” data as well as maybe providing some extra information regarding the exhaust bracket failure. After analysing and animating the hammer data it became clear that the engine runup data wouldn’t be needed. However, it was decided that some analysis should be carried out to see if the noise and vibration data backed up the conclusions of the other tests.
