2008-01-1371
Analysis of Tensioner Induced Coupling in Serpentine Belt
Drive Systems
Department of Mechanical Engineering, Rochester Institute of Technology
Copyright © 2007 SAE International
ABSTRACT
A primary concern in the design of serpentine belt drive
systems is resonant strand vibrations induced from
engine excitation. Two analysis approaches to
investigate the system vibrational response have been
reported in the literature. The first, denoted as the
"decoupled analysis" approach, employs longitudinal
belt stiffness and takes into account only pulley rotation
and tensioner displacement as system degrees of
freedom. Transverse belt vibration (normal to belt
travel) on all belt strands is decoupled from the analysis.
The second, denoted as the "coupled analysis"
approach, combines transverse tensioner strand belt
motion with pulley rotation and tensioner displacement.
Transverse belt vibration on strands between fixed
pulleys remains decoupled from the system.
This paper provides apparently the first cross
comparison of these two analysis techniques on three
distinct serpentine belt system configurations reported in
the literature. Two of the belt drive systems in this study
involve numerical models only, and a third published
work involves experimental results was used to confirm
the accuracy of both analysis techniques. It was
observed that the coupled and decoupled analyses did
not agree well for low order modes, and only the coupled
formulation was able to predict experimentally
determined mode shapes. Both analyses indicated that
natural frequenices associated with rotational modes
were insensitive to crankshaft speed. Natural
frequencies associated with transverse belt span modes
as computed with the coupled analysis were less
sensitive to changes in crankshaft speeds.
INTRODUCTION
An engine front-end subsystem utilizing a single V-
ribbed belt is known as a serpentine belt drive due to the
long and elaborate path that the belt must follow. The
advantages of using a serpentine belt drive setup over
multiple V-belts include compactness, ease of belt
replacement, length of belt life, and the need to employ
only a single tensioner mechanism. The function of the
belt tensioner is to maintain constant tractive tension
throughout the entire belt drive system in the presence
R. P. Neward and S. Boedo
of belt wear, assembly variation, and deviation in belt
length due to changes in accessory torques, belt speed,
and belt temperature. The simplest type of tensioner is
comprised of an idler pulley pinned to a rigid moment
arm which pivots about a fixed point where a coil spring
provides the tensioning load.
A primary concern in the design of serpentine belt drive
systems are resonant strand vibrations induced from
engine excitation. Two analysis approaches to
investigate the system vibrational response have been
reported in the literature. The first, denoted as
"decoupled analysis", employs longitudinal belt stiffness
and takes into account only pulley rotation and tensioner
displacement as system degrees of freedom.
Transverse belt vibration (normal to belt travel) on all
belt strands is decoupled from the analysis. The
second, denoted as the "coupled analysis", combines
transverse tensioner strand belt motion with pulley
rotation and tensioner displacement. Transverse belt
vibration on strands between fixed pulleys remains
decoupled from the system.
The basis for the work that has been done in the field of
serpentine belt drives is research on the vibration
characteristics of axially moving material. Mote [1]
studied the vibrational characteristics of band saws and
found that the band saw natural frequencies depend
upon the relative motion of the band pulley axis.
Modeling and analyzing serpentine belt drive systems
with a dynamic tensioner was first accomplished by
Ulsoy et al. [2] in which they used a mathematical model
to examine the transverse vibration and stability of
coupled belt-tensioner systems. Gasper and Hawker [3]
and Hawker [4] developed a system of governing
equations for a serpentine belt drive system and
introduced a solution technique that resulted in the
eigenvalues and eigenvectors of the complete system
which was validated by experimentation. Hwang et al.
[5] derived a nonlinear model that governs the
longitudinal response of the belt spans in correlation with
the rotational response of the crankshaft and accessory
pulleys. Solution of the equilibrium equations leads to
the tension-speed relationship for the serpentine belt
drive system. The overall equations of motion are then
linearized about the equilibrium state allowing the
rotational mode characteristics to be obtained from the
associated eigenvalue problem. Kraver et al. [6]
extended the modal vibration analysis to include a
viscous belt span and coulomb tensioner arm damping.
In order to validate the model, their results were
compared against Hwang et al. [5] and found be in good
agreement. Using dry friction damping within their
model, as opposed to the more commonly used viscous
damping, Leamy and Perkins [7] were able to capture
the primary and secondary resonances within the belt
drive system.
All of the works mentioned previously assume that the
linear response of belt drives is composed of the
superposition of independent transverse and longitudinal
modes. However, as shown by Beikmann et al. [8-11],
there exists a linear coupling between the transverse
and rotational modes in the spans adjacent to the
automatic tensioner. This linear coupling is created by
the rotational degree of freedom of the tensioner arm. In
addition, there exists a nonlinear coupling mechanism
between rotational and transverse modes arising from
the finite stretching of the belt. This coupling can
become greatly magnified under conditions leading to
internal or autoparametric resonance. Beikmann also
introduced a tensioner support constant η which is an
indicator of the systems ability to maintain tractive
tension (despite load and speed variations), and an
indicator of the stability of the reference equilibrium
state. Zhang and Zu [12, 13] employed the three pulley
model developed by Beikmann to extend the
understanding of serpentine belt drive behavior.
Belt bending stiffness, which is assumed to be negligible
in the previous works, was studied extensively by Wasfy
and Leamy [14] and Kong and Parker [15, 16]. In these
works, belt bending stiffness is introduced into the
models which require additional techniques to solve for
the vibration characteristics.
Parker [17] formulated an efficient method for calculating
the eigensolutions and dynamic responses of coupled
serpentine belt drive systems. The speed of solution is
Pn
drastically reduced and the numerical problems that
hinder other published methods are eliminated.
However, by coupling the rotational and transverse
motions in the spans adjacent to the tensioner, the
system of equations becomes significantly more
complex than modeling the motions as uncoupled. As a
result, the solution techniques required to solve these
models demand considerably more computational
power.
This paper provides apparently the first cross-
comparison of decoupled and coupled analysis
techniques on three different serpentine belt systems.
The decoupled and coupled analysis approaches are
taken from the representative studies of Hwang et al. [5]
and Parker [17], respectively. These particular papers
were chosen based on the fact that each captures the
essential features of the assumptions inherent in each
analysis approach, and each paper provides a distinct
serpentine belt drive sample application suitable for
cross-comparison. Experimental results from a third
serpentine belt drive system reported by Beikmann [8]
will be used to confirm the accuracy of both analysis
techniques. A parametric engine speed study will be
presented to assess the impact of each analysis method
on the predicted natural frequencies and associated
mode shapes of each belt drive system.
SYSTEM GEOMETRY
Figure 1 shows the geometry of the serpentine belt drive
system employed in both decoupled and coupled
analysis approaches. The system is comprised of n
pulleys with radii Rj , j = 1, n, connected by a single
serpentine belt represented by n belt strands between
adjacent pulleys. The rotational axes of the n-1 pulleys
are fixed, while the nth tensioner pulley is attached to a
movable spring-loaded tensioner arm. Pulley 1 is
attached to the engine crankshaft rotating at fixed
angular velocity ω1, and the belt is thus driven by the
crankshaft at a fixed linear speed V.
The absolute rotation of the jth pulley is defined as
Θj(t) = ωj t + θj(t) (1)
where pulley angular velocity ωj is given by
ωj = V / Rj (2)
with
V = R1 ω1 (3)
θt
P3
wi-1
θi V
S2
Pi-1
Ri
wi
P2
Sn θ1
Y
ω1 P1 S1
X
Fig. 1 Belt drive system geometry
Assuming crankshaft angular velocity ω1 is constant,
phase angle θj(t) represents the angular motion of the jth
pulley as viewed by an observer rotating at the
respective (constant) angular velocity of the jth pulley.
In other words, θj(t) represents the motion of the jth
pulley as observed by a stroboscope tuned to the
respective frequency ωj. Transverse belt displacement
on the ith belt strand is represented by a function Wi(xi,t),
i = 1, n, where xi is the spatial coordinate as measured
between the two connected pulleys. Assuming
crankshaft angular velocity ω1 is constant, Wi(xi,t)
represents the transverse motion of the ith belt stand
moving with an axial velocity of V.
Under conditions of fixed crankshaft angular velocity ω1
and no external disturbances, the belt drive system
assumes an equilibrium configuration θe ≡ [θ2 θ3 … θn
θt ]Te , Wi(xi,t) = 0, where phase angles take on constant
values and strand transverse motions are zero. Small
disturbances from equilibrium arise primarily from
crankshaft and camshaft torsional excitations, and this
paper examines the natural frequencies and associated
mode shapes of the linearized belt drive system about a
specified equilibrium configuration.
DECOUPLED FORMULATION
The theoretical formulation for the decoupled analysis of
the serpentine belt drive system is taken directly from
Hwang et al. [5] and is outlined here in condensed form
for completeness. The assumptions used in developing
the governing equations include:
-- The belt does not slip on the pulleys.
-- The belt is uniform, perfectly flexible, and stretches in
a quasi-static manner.
-- Transverse belt response on all strands are decoupled
from longitudinal belt response.
-- The crankshaft motion and any torque inputs from
accessories are prescribed (either zero or determined
from experiments).
-- The tensioner executes small motions about some
steady state position. Moreover the tensioner
mechanism is designed to be dissipative and is the
dominant source of dissipation. This dissipation is
assumed to be linear viscous damping, and dissipation
in the belt and fixed pulleys is assumed to be negligibly
small.
The linearized equations of motion for the decoupled
system take on the form
M D2 z + C D z + K z = 0 (4)
where the degrees of freedom z ≡ [ ε2 … εn εt ] T
represent the set of small pulley phase motion and
tensioner arm rotation about an equilibrium
configuration, with (time) differential operator D ≡ d/dt.
Mass, damping, and stiffness matrices M, C, and K
depend primarily upon strand stiffness, component polar
moment of inertia, tensioner rotational stiffness, and
equilibrium strand tensions, all of which depend on crank
angular velocity ω1.
The equilibrium system configuration θe and system
vibrational response given by equation (4) are both
relative to a reference tension (constant on all strands)
obtained by setting V = 0.
Defining z = Z exp(iλt) , the natural frequencies λ and
mode shapes Z of the system can be found in the usual
manner from the eigenvalue problem
[ λ2 M - iλ C + K ] Z = 0 (5)
The m = 1,∞ natural frequencies associated with all belt
strand transverse vibration (including those attached to
the tensioner) are assumed completely decoupled from
equation (5) and are given by Abrate [18] as
λbelt = (mπ/Lj)[(Pj - ηρV2) /ρ)1/2 x
[1 - (1-η)V2/c2](1 + ηV2/C2)-1/2 (6)
where, for the jth strand, Lj is the belt strand length, ρ is
belt strand density, and Pj is the equilibrium strand
tension at engine speed ω1. Parameter η depends upon
the relative stiffness of the pulley supports and axial belt
stiffness, and c = (Pj / ρ)1/2.
COUPLED FORMULATION
The theoretical formulation for the coupled analysis of
the serpentine belt drive system is taken directly from
Parker [17] and is outlined here in condensed form for
completeness. Key assumptions preserved in this
coupled formulation include:
--The belt properties and belt speed are uniform.
--Belt bending stiffness is negligible.
-- Damping is not modeled.
-- Belt-pulley wedging and belt slip at the belt-pulley
interfaces are not considered.
Referring to Figure 1, the transverse belt strand
displacements Wi-1(x,t), Wi(x,t) attached to the tensioner
pulley are now assumed coupled to pulley rotations and
tensioner pulley translation. Transverse strand vibration
is governed by the partial differential equation
ρ (∂2Wj/∂t2) − 2ρV (∂2Wj/∂x∂t)
− (Pj − ρV2) (∂2Wj/∂x2) = 0 j = i-1, i (7)
Boundary conditions on each strand require zero belt
transverse displacement at points attached to the fixed
pulleys and displacements which are constrained to
move with the center motion of the tensioner pulley.
Belt strand transverse displacement for those strands Table 1 Belt Drive System: Case Study 1
attached to the tensioner is represented by a linear
combination of r orthogonal mode shapes αr(ξi-1) and Pulley Type Center Pulley
γr(ξi ) of the form Location (x,y) Radius
(mm) (mm)
Wi-1(xi-1,t) = R1 Σ ar(t) αr(ξi-1) (8)
1 Crankshaft 0, 0 81.25
Wi(xi,t) = R1 Σ br(t) γr(ξi ) (9)
2 Air Cond. 261.5, 60 64.5
where ξi = xi /Li and mode shapes αr and γr satisfy the 3 Power Strg. 252, 234 70.6
belt strand boundary conditions. Employing this modal
formulation for the belt strands, incorporating reference 4 Idler 90.3, 251.1 41.15
strand tension, and linearizing the system about an 5 Alternator 86, 354 30
equilibrium engine speed, the coupled analysis as
described by Parker [17] once again takes the form 6 Water Pump 0, 167.5 67.5
7 Tensioner 151.2, 155.3 38.1
M D2 z + C D z + K z = 0 (10)

where z ≡ [ a1 … ar b1 … br ε2 … εn εt ] T now includes Tensioner Arm Pivot Location 142, 207.5

r modal contribution factors for each of the belt strands
attached to the tensioner. The natural frequencies and (x,y) (mm)
mode shapes of this system will now involve coupling of Tensioner Arm Effective Length 53
pulley phase angles and modal contribution factors.
Lt (mm)
The natural frequencies of transverse vibration for belt Tensioner Arm Installation 280
strands which are attached to fixed pulleys remain
decoupled from the system and are given by equation Angle θ0 (deg)
(6) above.

CASE STUDY 1 Table 2 provides a set of mode shapes starting at the

lowest natural frequency obtained from both decoupled
and coupled analyses at an crankshaft speed of 477.5
Table 1 provides data for a sample serpentine belt drive
rev/min. (Modes and natural frequencies for transverse
system denoted as Case Study 1, taken from Hwang et
modes on belt strands between fixed pulleys are not
al. [5] based on the setup of an actual engine. The
included here.) In either analysis, each resulting mode
geometric configuration of the belt drive system
shape for the system is dominated by a single rotational
representing Case Study 1 is shown in Figure 2.
or transverse vibration on a single pulley or tensioner
strand. Thus, the identification "P5 - Rotational -1"
P5 indicates that this mode shape is essentially dominated
by rotational motion of pulley 5, and that it is the first
S5 S4 mode shape encountered with this property as
S3 computed in the decoupled analysis. For this case,
P4
relative amplitudes on the remaining pulleys are small
P3 compared to pulley 5. (The second mode shape
dominated by rotational motion of pulley 5 would be
θ0 identified as "P5 - Rotational -2" and so on.)
P6
P7 S2
S6 As a check, the relative amplitudes of pulley rotations
corresponding to each mode shape obtained from the
S7 decoupled analysis were found to match well with those
Y P2 provided in the decoupled analysis by Hwang et al. [5].

P1
Table 3 compares the corresponding natural frequencies
X
S1
obtained for each mode shape as computed from the
decoupled and coupled analyses at a crankshaft speed
of 477.5 rev/min. Results from the decoupled analysis
compare well with those obtained by Hwang et al. [5].
The mode shapes obtained from the coupled analysis
Fig. 2 Belt drive system: Case Study 1 are similar to those obtained from the decoupled
analysis, as indicated by modal assurance values near 1
[19]. The corresponding natural frequencies found in the
coupled analysis, however, are generally greater,
especially for mode shape 3 characterized by coupled
rotation of the tensioner arm (TA) and tensioner pulley 7.

Figure 3 shows that the natural frequencies associated

with mode shapes 4, 5, 8, and 9 representing transverse
motion of tensioner strands decrease with engine speed
for both decoupled and coupled analyses. The
reduction in natural frequency is less pronounced in the
coupled analysis, indicating that the transverse belt
motion acts as a stiffening mechanism on those
respective modes.

Table 2 Mode Shapes: Case 1

(P = pulley, TA = tensioner arm, S = belt span)
Mode Shape
1 P5 − Rotational −1
2 P2 − Rotational −1
(a) decoupled analysis
3 TA − Rotational −1
4 S7 − Transverse −1
5 TA/P7 − Rotational −1
6 S6 − Transverse −1
7 P3 − Rotational −1
8 S7 − Transverse −2
9 S6 − Transverse −2
10 P7 − Rotational −2
11 P4 − Rotational −1

Table 3 Natural Frequencies: Case 1

(MA = modal assurance criterion)
Mode Decoupled Coupled MA Hwang
(b) coupled analysis
Analysis Analysis et al.
(Hz) (Hz) [5] Fig. 3 Natural frequencies associated with
transverse modes on belt spans attached to the
1 19.1 24.0 0.834 19.1 tensioner: Case Study 1
2 95.4 111.9 0.898 96.3
3 109.8 258.7 0.842 103.7
4 129.9 129.3 - - The natural frequencies for the remaining rotational
mode shapes are essentially unaffected by crankshaft
5 193.5 134.8 0.748 186.9 speed for both decoupled and coupled analyses. The
6 213.3 211.9 - - decoupled results are again in agreement with trends
obtained by Hwang et al. [5]. Figure 4 shows the effect
7 237.3 290.3 0.923 236.9 of engine speed on the natural frequencies associated
8 259.7 267.3 - - with mode shapes on the belt spans between fixed
pulleys as computed from equation (6). Note that these
9 426.5 438.4 - - natural frequencies fall in the range of those found in the
system analyses.
10 440.6 496.6 0.802 436.2
11 502.9 569.5 0.989 502.2
 P5
S4

P4
S3
P3
S5
P7
θ0
S6

S7 S2

P6
Y

P2
P1 X

S1

Fig. 4 Natural frequencies associated with

transverse modes on belt spans between fixed
Fig. 5 Belt drive system: Case Study 2
spans: Case Study 1
Table 5 provides a set of mode shapes starting at the
CASE STUDY 2 lowest natural frequency obtained from both decoupled
and coupled analyses at an crankshaft speed of 680
Table 4 provides data for a sample serpentine belt drive rev/min. (Modes and natural frequencies for transverse
system denoted as Case Study 2, taken from Parker [17] modes on belt strands between fixed pulleys are not
based on an automotive system that was experiencing a included here.) In this case, modes 2 and 11 exhibit
noise and vibration problem. The geometric dominant rotational motions on both pulleys 6 and 7,
configuration of the belt drive system representing Case identified as "P6/P7".
Study 2 is shown in Figure 5.
Table 5 Mode Shapes: Case 2
Table 4 Belt Drive System: Case Study 2
(P = pulley, TA = tensioner arm, S = belt span)
Pulley Type Center Pulley
Mode Shape
Location (x,y) Radius
1 P3 − Rotational −1
(mm) (mm)
2 P6/P7 − Rotational −1
1 Crankshaft 0, 0 97
3 P2 − Rotational −1
2 Air Cond. 211.6, 9 62.5
4 P5 − Rotational −1
3 Alternator 231.7, 189.8 29.1
5 S6 − Transverse −1
4 Idler 79.6, 209.7 40.75
6 S7 − Transverse −1
5 Power Strg. -202.6, 269.9 66.85
7 P4 − Rotational −1
6 Water Pump -200, 100 82.45
8 S6 − Transverse −2
7 Tensioner -45.1, 154.3 37.75
9 S7 − Transverse −2
10 P4 − Rotational −2
Tensioner Arm Pivot Location 33, 137
11 P6/P7 − Rotational −2
(x,y) (mm)
Tensioner Arm Effective Length 80 Table 6 compares the corresponding natural frequencies
Lt (mm) obtained for each mode shape as computed from the
decoupled and coupled analyses at a crankshaft speed
Tensioner Arm Installation 167.5 of 680 rev/min. Results from the coupled analysis
Angle θ0 (deg) compare well with those obtained by Parker [17].
However, low modal assurance values indicate that
mode shapes 2, 3, and 4 obtained from the decoupled
analysis are substantially different from those obtained
from the coupled analysis. The influence of tensioner
strand coupling on the resulting system response is thus
quite strong for this case study, as its inclusion Y
θ0 S1
substantially alters three of the predicted mode shapes. P2

For the remaining set of mode shapes, the S2

P1

corresponding natural frequencies found in the coupled X

analysis are once again generally greater than those
predicted using the decoupled analysis. P3 S3

Table 6 Natural Frequencies: Case 2

(MA = modal assurance criterion) Fig. 6 Belt drive system: Case Study 3

Mode Decoupled Coupled MA Parker

Analysis Analysis [17] Table 7 Belt Drive System: Case Study 3
(Hz) (Hz) Pulley Type Center Pulley
1 28.4 32.8 0.889 32.9 Location (x,y) Radius
2 65.0 79.4 0.309 79.5 (mm) (mm)
3 168.7 178.7 0.367 178.7 1 Crankshaft 552.5, 55.6 88.9
4 205.8 209.7 0.036 210.0 2 Tensioner 347.7, 57.15 45.2
5 209.7 258.5 - 258.9 3 Idler 0, 0 26.97
6 258.5 291.7 - 292.0
7 330.7 389.9 0.942 389.9 Tensioner Arm Pivot Location 250.8, 63.5
8 419.4 435.5 - 420.0 (x,y) (mm)
9 516.9 536.7 - 518.2 Tensioner Arm Effective 97
10 500.1 541.0 0.847 541.0 Length Lt (mm)
11 1064.4 1355.7 0.997 - Tensioner Arm Installation 356.3
Angle θ0 (deg)
The natural frequencies associated with mode shapes 5,
6, 8, and 9 representing transverse motion of tensioner
strands exhibit the same trend with engine speed for
both decoupled and coupled analyses as that found in
Case Study 1. Moreover, the natural frequencies for the Table 8 provides a set of mode shapes starting at the
remaining rotational mode shapes are once again lowest natural frequency obtained from both decoupled
essentially unaffected by engine speed for both and coupled analyses at zero crankshaft speed. Table 9
decoupled and coupled analyses. The coupled results compares the corresponding natural frequencies
are again in quantitative agreement with trends obtained obtained for each mode shape as computed from the
by Parker [17]. The effect of engine speed on the decoupled and coupled analyses at zero crankshaft
natural frequencies associated with mode shapes on the speed. It is observed that decoupled formulation fails to
belt spans between fixed pulleys follow the same trends capture the experimentally observed tensioner arm
as in Case Study 1, and these natural frequencies also rotational mode shape. The coupled analysis predicts
fall in the range of those found in the system analyses. both the transverse span 2 and the tensioner arm
rotational mode shapes, and the corresponding natural
frequencies agree well with experiment. The higher
CASE STUDY 3 order modes and corresponding natural frequencies are
captured equally well by the decoupled and coupled
Table 7 provides data for a sample serpentine belt drive formulations.
system denoted as Case Study 3, taken from Beikmann
[8] based on an experimental test stand. The geometric
Table 10 shows that the natural frequency predicted by
configuration of the belt drive system representing Case
equation (6) for transverse vibration of the span between
Study 3 is shown in Figure 6. Although the system
fixed pulleys agrees very well with experiment.
presented here is much smaller than those presented in
the previous two case studies, it contains all the
necessary components critical to a serpentine belt drive
system including a driving pulley, automatic tensioner,
and a driven pulley.
Table 8 Mode Shapes: Case 3 CONCLUSIONS
(P = pulley, TA = tensioner arm, S = belt span)
Despite the comparative simplicity of the decoupled
Mode Shape analysis, the results obtained from the three case
studies clearly indicate that rotational pulley motion is
1 S2 − Transverse −1
indeed coupled to the transverse motions of the spans
2 P3 − Rotational −1 adjacent to the tensioner. The lowest ordered natural
frequencies and associated mode shapes are clearly
3 S2 − Transverse −2
influenced by this coupling, while the decoupled analysis
4 S1 − Transverse −1 is adequate for higher ordered modes. The coupled
analysis is shown to produce the more accurate results
5 P3 − Rotational −2 based on the comparison to the experimental data.
6 S1 − Transverse −2
A parametric study showed that natural frequencies
7 P2 − Rotational −1 associated with pulley rotations were insensitive to
8 TA − Rotational −1 changes in crankshaft speed, regardless of whether the
decoupled or coupled analysis methods was used. For
the belt spans adjacent to the tensioner, the natural
frequencies decreased with increasing engine speed,
but this decrease was mitigated in the coupled analysis.

Table 9 Natural Frequencies: Case 3 Experimental data which allows for a more complete
validation of analysis methods is clearly lacking, as least
(MA = modal assurance criterion)
in published form. It is hoped this paper will provide
Mode Decoupled Coupled MA Beikmann some guidance for future papers related to testing.
Analysis Analysis [8]
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