In some of our semitrailer trucks, we determined an abnormal increase of the noise level inside the cabin. We supposed the vibration, taking the transfer path over the front components of the driver's cabin suspension, caused this noise increase, which was remarked as a violent hum. These vibrations, excited by the 3 rd order of the engine shaft speed, were released over the cardan shaft to the rear axle and was converted by the differential gear into axle pitching. This distortions were then passed over the components of the rear axle stabilisers (transversal and wishbone) to the vehicle frame. From there, they ran over the frame side member forward to the driver's cabin bearings. The situation could be defused by reducing the spring rate of the rubber components (e.g. in the wishbone or the driver's cabin bearing), so customer satisfaction was achieved generally. To get more understanding of the actual mechanism of the vibrations, we assigned the Engineering Center Steyr/Technologie Zentrum of Magna Steyr Group, to accomplish "running mode analyses" of the three systems, drive train, vehicle frame and driver's cabin. The results of this analyses are content of this lecture.
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机译：在我们的一些半拖车卡车中，我们确定了机舱内噪声水平的异常增加。我们认为振动，采取驾驶室悬架的前部件的转移路径，导致这种噪音增加，这被称为猛烈的嗡嗡声。通过发动机轴速度的3个RD级激发的这些振动在载体轴上释放到后轴，并通过差动齿轮转换成轴俯仰。然后将这种扭曲通过后轴稳定剂（横向和叉骨）的部件传递到车辆框架。从那里，它们在框架侧构件上跑到向驾驶员的舱轴承上。这种情况可以通过减少橡胶组分的弹簧速率来防御（例如，在叉骨或驾驶员的驾驶室轴承中），因此通常实现了客户满意度。为了更加了解振动的实际机制，我们分配了Magna Steyr集团的工程中心Steyr / Technologie Zentrum，以完成三个系统的“运行模式分析”，驱动火车，车辆框架和驾驶室。该分析的结果是本讲座的内容。
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