1,200 RPM divided by 60 = 20 Hz (or RPS)
Engine firing frequency is a term used to describe the number of firing pulses (one firing pulse = one cylinder firing) that occur during ONE complete revolution of the crankshaft, multiplied by the number of crankshaft RPS (Hz).
• | To determine the firing frequency of a 4-stroke engine during ONE complete revolution of the crankshaft, multiply the engine speed (Hz) by HALF of the total number of cylinders in the engine. |
• | For example: The engine speed, converted into Hz, 20 Hz; if the vehicle was equipped with a V8 engine, then 4 of the 8 cylinders would actually fire during ONE complete revolution of the crankshaft. |
- | Multiply the converted engine speed (20 Hz) by 4 firing cylinders. |
- | 20 Hz X 4 = 80 Hz |
- | The engine firing frequency, if the engine runs at the original speed of (1,200 RPM) recorded during duplication of the disturbance, would be 80 Hz. |
- | Similarly, a 6-cylinder engine would have a firing frequency of 60 Hz at the same speed of (1,200 RPM). |
- | 20 Hz X 3 = 60 Hz |
Engine driven accessory systems can be related to specific engine orders depending upon the relationship of the accessory pulley diameter and the crankshaft pulley diameter. For example:
• | If the crankshaft pulley measured 20 cm (8 in) in diameter and one of the engine driven accessory pulleys measured 10 cm (4 in) in diameter, then that accessory pulley should rotate 2 times for every 1 rotation of the crankshaft pulley. If that accessory system was not isolated properly, or was not operating properly, it would cause a engine 2 nd order rotation related disturbance. |
• | Meanwhile, if an engine driven accessory pulley measured 5 cm (2 in) in diameter, then that accessory pulley would rotate 4 times for every 1 rotation of the crankshaft pulley. If that accessory system was not isolated properly, or was not operating properly, it would cause disturbance related with a engine 4th order rotation. |
Improper isolation that causes a transfer path into the passenger compartment or to another major component of the vehicle body, which causes engine driven accessories that contributed to, excited by or became the sole cause of disturbance.
Using the J 38792-VS , Vibrate Software, accurately measuring the diameters of the accessory pulleys and the crankshaft pulley, and performing the appropriate diagnostic procedures completely, this will determine the specific accessory system which is either contributing to or causing the customer's concern.
Engine Order | Engine Arrangement | ||||||
---|---|---|---|---|---|---|---|
L4 W/O Balance Shaft | L4 W/ Balance Shaft | L5 | L6 | 60 Degree V6 | 90 Degree V6 W/ Balance Shaft | 90 Degree V8 | |
½ Order Torque Sensitive | Abnormal - Likely Single Cylinder Misfire | Abnormal - Likely Single Cylinder Misfire | Abnormal - Likely Single Cylinder Misfire | Abnormal - Likely Single Cylinder Misfire | Abnormal - Likely Single Cylinder Misfire and/or EGR/Fuel Variance | Abnormal - Likely Single Cylinder Misfire and/or EGR/Fuel Variance | Abnormal - Likely Single Cylinder Misfire |
1st Order | Abnormal - Likely Component Imbalance | Abnormal - Likely Component Imbalance | Abnormal - Likely Component Imbalance | Abnormal - Likely Component Imbalance | Abnormal - Likely Component Imbalance | Abnormal - Likely Component Imbalance | Abnormal - Likely Component Imbalance |
1½ Order Torque Sensitive | Possible Engine Driven Accessory Related | Possible Engine Driven Accessory Related | Possible Engine Driven Accessory Related | Possible Engine Driven Accessory Related | Abnormal - Likely Bank to Bank EGR/Fuel Variance | Abnormal - Likely Bank to Bank EGR/Fuel Variance | Possible Engine Driven Accessory Related |
Possible Engine Driven Accessory Related | Possible Engine Driven Accessory Related | ||||||
2nd Order Non Torque Sensitive | Engine Arrangement Characteristic - Possible Powertrain Isolation Related | Possible Engine Driven Accessory Related | Possible Engine Driven Accessory Related | Possible Engine Driven Accessory Related | Engine Arrangement Characteristic - Possible Powertrain Isolation Related | Engine Arrangement Characteristic - Possible Powertrain Isolation Related | Possible Engine Driven Accessory Related |
2nd Order Torque Sensitive | Characteristic - ENGINE FIRING FREQUENCY - Possible Powertrain Isolation Related | Characteristic - ENGINE FIRING FREQUENCY - Possible Powertrain Isolation Related | Possible Engine Driven Accessory Related | Possible Engine Driven Accessory Related | Possible Engine Driven Accessory Related | Possible Engine Driven Accessory Related | Abnormal - Likely Bank to Bank EGR/Fuel Variance |
Possible Engine Driven Accessory Related | Possible Engine Driven Accessory Related | Possible Engine Driven Accessory Related | |||||
3rd Order Torque Sensitive | Possible Engine Driven Accessory Related | Possible Engine Driven Accessory Related | Characteristic - ENGINE FIRING FREQUENCY - Possible Powertrain Isolation Related | Characteristic - ENGINE FIRING FREQUENCY - Possible Powertrain Isolation Related | Characteristic - ENGINE FIRING FREQUENCY - Possible Powertrain Isolation Related | Characteristic - ENGINE FIRING FREQUENCY - Possible Powertrain Isolation Related | Possible Engine Driven Accessory Related |
Possible Engine Driven Accessory Related | Possible Engine Driven Accessory Related | Possible Engine Driven Accessory Related | Possible Engine Driven Accessory Related | ||||
4th Order Torque Sensitive | Engine Arrangement Characteristic - Minimal Amount - Possible Powertrain Isolation Related | Engine Arrangement Characteristic - Minimal Amount - Possible Powertrain Isolation Related | Possible Engine Driven Accessory Related | Possible Engine Driven Accessory Related | Possible Engine Driven Accessory Related | Possible Engine Driven Accessory Related | Characteristic - ENGINE FIRING FREQUENCY - Possible Powertrain Isolation Related |
Possible Engine Driven Accessory Related | Possible Engine Driven Accessory Related | Possible Engine Driven Accessory Related |