applied

sciences
Article
Active Vibration Isolation of a Diesel Generator in a
Small Marine Vessel: An Experimental Study
Tiejun Yang 1 , Lei Wu 1 , Xinhui Li 1, *, Minggang Zhu 1 , Michael J. Brennan 2 and Zhigang Liu 1
1 Institute of Vibration and Noise Control, Harbin Engineering University, Harbin 150001, China;
yangtiejun@hrbeu.edu.cn (T.Y.); wulei_1990@foxmail.com (L.W.); zhuminggang@hrbeu.edu.cn (M.Z.);
liuzhigang@hrbeu.edu.cn (Z.L.)
2 Departamento de Engenharia Mecânica, Universidade Estadual Paulista (UNESP), São Paulo 15385, Brazil;
mjbrennan0@btinternet.com
* Correspondence: lixinhui@hrbeu.edu.cn; Tel.: +86-0451-8258-9199




Received: 2 April 2020; Accepted: 24 April 2020; Published: 26 April 2020


Abstract: An active vibration isolation system is retrofitted to a diesel generator set in a tugboat to
determine the effectiveness of such a system in a realistic practical environment. The system consists
of six bespoke inertial actuators chosen to make minimal modifications to the machinery arrangement,
and a DSP-based controller. Six accelerometers are collocated with the actuators on the top of six
isolators to act as error sensors, and six accelerometers are placed below the isolators to give a measure
of the global vibration of the ships structure below the generator set. A hydrophone is also placed in
the water to give an indication of the underwater noise due to the generator. The control strategy
employed is six-input and six-output decentralized adaptive feedforward control with the reference
signal being derived from the signal from an optical tachometer on shaft between the engine and
the generator. To suppress the vibration at all the dominant forcing frequencies, an electrical circuit
generated the half engine orders required from the measured reference signal. The experimental
results show that the combination of the active control system and the passive isolators is effective in
reducing the global vibration and the acoustic pressure at the hydrophone position.

Keywords: active vibration isolation; underwater noise radiation; experimental investigation; diesel
generator; tugboat

1. Introduction
Vibration generated by propulsion machinery, ships’ services, and auxiliary machinery,
for example diesel generators, is one of the five principal groups of radiated noise sources in ships [1].
Much of this noise stems from vibration, which propagates through the structure as structure-borne
noise. This means that passive vibration isolators are used extensively to suspend many vibration
sources to attenuate vibration transmission. Passive isolators are extremely effective, but there is a
trade-off between making them sufficiently soft to adequately attenuate low frequency vibrations and
making them sufficiently stiff to ensure correct positioning of the suspended machines [2]. In addition,
the damping requirement is different for low and high frequencies. Generally, high damping is required
for low frequency isolation and low damping is required for high frequency isolation.
To improve the vibration isolation performance, especially at low frequencies, active vibration
isolation has been proposed [2–9]. Secondary vibration sources (actuators), generate control forces
to counteract the primary vibration transmission. They are often installed in series or parallel with
passive resilient isolators. The actuators, together with the sensors and controller, are collectively
called an active vibration isolation system.

Appl. Sci. 2020, 10, 3025; doi:10.3390/app10093025 www.mdpi.com/journal/applsci

Appl. Sci. 2020, 10, 3025 2 of 10

An active vibration isolation system has been implemented on a diesel engine in a training ship
named “Fukae Maru III”, where four hydraulic actuators were installed in parallel with passive
isolators to reduce vibration transmission [3]. Yang et al., [5,6] developed similar active engine mounts
by employing hydraulic actuators, but using an adaptive multi-notch filtered control algorithm,
instead of the learning method used in [3]. Similar to a pneumatic type actuator described in [4],
a hydraulic actuator can generate large forces but has a limited frequency range. Moreover, these
types of actuator also need air or oil supply, resulting in a weight, and space penalty. Electromagnetic
type actuators are widely used in active vibration control since they are compact and have a wide
bandwidth. An example of such a device to control the transmission of vibration from a diesel engine
was described in [7]. They used a coil and a magnet which were fixed on the diesel engine and the
receiving structure, respectively.
An inertial shaker (or proof-mass actuator) is another kind of electrodynamic actuator which
only has to be connected at one point on the structure as it generates a force by vibrating the
proof-mass [2,8,10,11]. It is most effective at its natural frequency, but it can be used over a range of
frequencies with less efficiency. It can also suffer from nonlinear behavior if the displacements of the
proof-mass are large.
An alternative to the electrodynamic transduction mechanism is the use of piezoelectric elements.
They can be arranged as a stack actuator and used in active engine mounts [12–14]. Piezoelectric
actuators can have a very high bandwidth, generate a high force, but the displacement is generally
very small. They often require an amplitude enlargement mechanism which will result in a reduction
in the force generated [15]. However, the application of piezoelectric actuators opens the possibilities
for compact designs and a high level of integration. As such, they have been used in the automobile
rather than the marine sector [16,17].
Different type of actuators and their uses in an active vibration isolation system have been
compared and discussed in [7]. They suggested that a hydraulic actuator has a detrimental influence
on the total stiffness. The high frequency vibration, which is not the target of control, passes through
the oil since the actuator has a small, low frequency bandwidth. In Yang’s work [5,6], he demonstrated
that it was possible to achieve good performance at low frequencies but found that amplification
occurred at higher frequencies because of nonlinearities in the hydraulic system. This was followed up
by work to take the nonlinearity of the hydraulic actuator into account, and a modified adaptive control
algorithm with nonlinear secondary path compensation was adopted to improve the performance of
the active control system [18–20].
Compared to piezoelectric and hydraulic actuators, electromagnetic actuators are easier to put into
practice [9,21,22], and are accordingly used in the experiments described in this paper. Much previous
published research on active vibration isolation has involved theoretical and/or laboratory-based
studies. Some of the authors of this paper have attempted large-scale experiments in the laboratory [23],
which have been followed up by experiments on a diesel generator on-board the tugboat featured in
this paper [24,25]. The results demonstrated that reduction in vibration of the hull structure below
the generator was possible, as was the output of a hydrophone suspended in the water near the boat.
However, the vibration and underwater noise were not as well controlled as expected. This was due to a
poor design of the inertial actuators, which meant they were ineffective at low frequency, and a reference
signal that lacked the half engine order frequency components evident in the vibration responses.
In this paper, the deficiencies of the previous system have been rectified, with new, improved
inertial shakers being deployed, together with an electrical circuit to generate the half engine orders
required to suppress the vibration at the dominant forcing frequencies. Inertial shakers have been
specifically employed because the active isolation system was designed to be retrofitted to an existing
marine installation, in which minimum modifications were allowed and space for the system was
very limited.
The paper is organized as follows. Following this introduction, the experimental set up is
described in terms of both the hardware and software in Section 2. The experimental results along
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10

with a discussion of the results is presented in Section 3, and some specific and general conclusions
are
withdrawn in Section
a discussion 4. results is presented in Section 3, and some specific and general conclusions are
of the
drawn in Section 4.
2. The Active Vibration Isolation System
2. The Active Vibration Isolation System
2.1 System Layout
2.1. System Layout
The tugboat, which was the platform for the active control system, is shown in Figure 1a. It is
The tugboat,
equipped with twowhich was thefour-stroke
six-cylinder, platform for thediesel
6135 activeengines,
control system, is shown
at the stern. Eachinengine
Figuredrives
1a. It ais
generator which delivers 110 kW at 220 Volts alternating current. The mass of each diesel generatora
equipped with two six-cylinder, four-stroke 6135 diesel engines, at the stern. Each engine drives
generator
set which delivers
is approximately 2000 kg. 110Each
kW at 220 Volts
engine alternating
is attached to thecurrent.
hull by The mass ofresilient
six BE-400 each diesel generator
isolators. The
set is approximately 2000 kg. Each engine is attached to the hull by six
active control system was fitted to one of the generator sets to determine its potential in a practical BE-400 resilient isolators.
The active
marine control system
environment. was fitted to
A photograph of one
the of the generator
arrangement cansets
be to determine
seen in Figure its1b.
potential
As there in is
a practical
limited
marine
space inenvironment.
the generatorAroom, photograph of the arrangement
it was decided to use bespoke can be seen in Figureinertial
electrodynamic 1b. As shakers
there is limited
as the
space in
control the generator
actuators. room,actuators
Six inertial it was decided to use bespoke
were located as close as electrodynamic
possible to each inertial shakers
isolator, withas the
each
control actuators. Six inertial actuators were located as close as possible to
actuator being bolted to the lower frame of the generator set, above an isolator, via a very stiff steel each isolator, with each
actuator
plate. Three being bolted
of the to the fitted
actuators lowerto frame of the
one side of generator
the engineset, areabove
marked an Aisolator,
in Figurevia 1b.
a veryAlsostiff
shownsteel
plate. Three of the actuators fitted to one side of the engine are marked A
in the figure is the optical tachometer to provide a reference signal for the active control system, in Figure 1b. Also shown in
the figure
which is the optical
is marked tachometergenerator
B, the half-order to provide a reference
(which signal for
is discussed the which
later), active control
is marked system,
C, andwhichthe
is marked B, the half-order generator (which is discussed later), which
forced ventilation system to cool the actuators, which is marked D. Six acceleration sensors (not is marked C, and the forced
ventilation
shown in the system to cool
figure) werethe actuators,
placed on the which
bolt is marked
heads D. Six
of the acceleration
isolators to act sensors
as error(not shown
sensors forinthe
the
figure) system.
control were placed Theseonpositions
the bolt heads
were of the isolators
chosen as theyto act as
were as error
closesensors
as possiblefor the control
to the system.
isolators These
through
which the vibration is transmitted to the hull. To monitor the effectiveness of the vibration isolationis
positions were chosen as they were as close as possible to the isolators through which the vibration
transmitted
system (bothtoactive
the hull.
andTopassive),
monitorsix theaccelerometers
effectiveness of were
the vibration
attachedisolation system (both
to the structure activeeach
beneath and
passive),To
isolator. sixgive
accelerometers
an indication were attached
of the to the
radiated structure
sound in thebeneath
water, each isolator. Towas
a hydrophone givesuspended
an indication in
of the radiated sound
the water near the boat. in the water, a hydrophone was suspended in the water near the boat.

A D
A
A

(a) (b)
Figure
Figure1.1.Photographs
Photographsof: of:(a)
(a)The
Thetugboat,
tugboat,(b)Housing
(b)Housingthe
thegenerator
generatorwhose
whosevibrations
vibrationswere
werecontrolled
controlled
using
usingthe
the inertial
inertial actuators marked A.
actuators marked A.The
Thetachometer,
tachometer,marked
markedB Bprovided
providedthethe reference
reference signal
signal forfor
the
the active
active control
control system.
system. TheThehalfhalf order
order generator,
generator, marked
marked C. The
C. The forced
forced ventilation
ventilation system,
system, marked
marked D to
Dcool
to cool the actuators.
the actuators.

AAschematic
schematicdiagram
diagramand photograph
and photographof of
an an
inertial actuator
inertial cancan
actuator be seen in Figure
be seen 2. It is2.anItEET-
in Figure is an
020 type inertial actuator made by Suzhou Dongling Tech. Each actuator has a diameter of 140 mm
EET-020 type inertial actuator made by Suzhou Dongling Tech. Each actuator has a diameter of 140 mm
and
andaalength
lengthofof224
224mm.
mm.They
Theyeach
eachhave
haveaa6.5
6.5kg
kginertial
inertialmass,
mass,and
andcan
cangenerate
generate130
130NNforce
forceat attheir
their
natural frequency of 10 Hz with about 10 W electrical power.
natural frequency of 10 Hz with about 10 W electrical power.
Appl. Sci. 2020, 10, 3025 4 of 10
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Guide
wheel
Magnet
Guide
Coilwheel
Magnet

Coil Shaft

Shaft

Spring
Spring
(a) (b)
(a) (b)
Figure
Figure 2.2.(a)
(a)Schematic diagramand
Schematic diagram and(b)
(b)photograph
photographofofthe
theinertial
inertialactuator.
actuator.
Figure 2. (a)Schematic diagram and (b) photograph of the inertial actuator.
2.2.
2.2Control
ControlSystem
System
2.2 Control System
Diagrams
Diagramsof of the the
adaptive
adaptive control systemsystem
control and theand hardware are shownare
the hardware in Figure
shown3a,b in respectively.
Figure 3a,b
The input Diagrams
to the of
control the adaptive
system is control
the system
reference and
signal, the hardware
x(n), as can are
be shown
seen in in
FigureFigure
3a. 3a,b
The raw
respectively. The input to the control system is the reference signal, x(n), as can be seen in Figure 3a.
output respectively.
from the The input
tachometer to the control
contains system
the is
fundamentalthe reference signal,
frequency x(n),
(first as can
order) be
andseen in Figure
harmonics 3a.
(higher
TheTherawrawoutput from the tachometer contains the fundamental frequency
output from the tachometer contains the fundamental frequency (first order) and harmonics (first order) and harmonics
orders).
(higher However,
orders). half orders
However, of the engine thespeed are necessary because because
the engine the is a four-stroke
(higher orders). However,half half orders
orders of ofthe engine
engine speed
speed areare necessary
necessary because the engine engine is a four-
is a four-
diesel.
stroke A circuit
diesel. AAto generate
circuit half orders was designed using a filter to allow only one pulse out of every
stroke diesel. circuittotogenerate
generate half orderswas
half orders wasdesigned
designed using
using a filter
a filter to allow
to allow onlypulse
only one one out
pulse out
two pulses
of every
of every to
two pass.
pulses
two This
pulses is
totopass. shown
pass.This in
This is Figure
is shown
shown in 1b and
inFigure
Figure is
1b1bmarked
and
and B. The
is marked
is marked spectrum
B. The
B. The of the
spectrum
spectrum resulting
of theof signal
the resulting
resulting
together
signal with
signal
together that
together from
with
with thefrom
that
that original
from signal signal
the original
the original are shown
signal are
are in Figure
shown
shown 4 for
in Figure an4an
4 for
in Figure operating
foroperating speed of
of 1500
speedspeed
an operating 1500ofrpm
1500
(which rpm corresponds
(which to
corresponds the 1st
to harmonic
the 1st harmonicat a frequency
at a frequency of 25
of Hz).
25 Hz).
rpm (which corresponds to the 1st harmonic at a frequency of 25 Hz). The signals are passed through The
The signals
signals are
are passed
passed through
through a
low-pass
a filter
low-pass set to
filter 200
set to Hz,
200 which
Hz, is
which the
is maximum
the maximum frequency
frequency considered
considered
a low-pass filter set to 200 Hz, which is the maximum frequency considered in the control process. in
in the
the control
control process.
process.

Optical
techometer
Optical
techometer d(n)
x(n) y(n) + d(n)
Rotating shaft
Half order Low pass x(n) y(n) - +
Rotating shaft W(z) S(z)
generator
Half order
filter
Low pass -
generator filter W(z) S(z)
x'(n) e(n)
Sˆ ( z ) LMS
x'(n) e(n)
Sˆ ( z ) LMS
(a)
Charge
Amplifier
(a)
Charge
Amplifier

Control signals

Power amplifier
Control signals

Band Pass Filter

Half order
generator
Power amplifier
D/A
ADI DSP
Tachometer PROCESSOR
Half order A/D Band Pass Filter
generator Reference
sea signal
Low Pass Filter D/A
ADI DSP
Tachometer PROCESSOR
Charge Amplifier A/D
hull
Reference
sea signal
Low Pass Filter
Accelerometer Error signals

Hydrophone
Charge Amplifier
Isolater hull
3560D
Inertial actuator
Accelerometer Error signals

Hydrophone (b)
Isolater
3560D
Figure
Figure 3. (a)3.A(a) A block
block diagram of adaptive
the adaptive
Inertialofactuator
diagram the control
control system
system andand
(b) (b) a schematic
a schematic diagram
diagram of of
thethe
control
control system showing the hardware.
system showing the hardware. (b)
Figure 3. (a) A block diagram of the adaptive control system and (b) a schematic diagram of the
control system showing the hardware.
Appl. Sci. 2020, 10, 3025 5 of 10
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Harmonic order
0 1 2 3 4
0

-10

-20

-30

-40

-50

-60

-70

-80

-90

-100
0 20 40 60 80 100
Frequency (Hz)

Figure4.4.Spectrum
Figure Spectrumofofthe
thereference
referencesignal.
signal.Red
Reddotted
dottedline,
line,original
originalmeasured
measuredsignal;
signal;blue
bluesolid
solidline,
line,
modified
modifiedreference
referencesignal
signalwith
withthe
thehalf-order
half-ordercomponents
components included.
included.

The
Theadaptive
adaptivecontrol
controlsystem,
system,whose whoseblock blockdiagram diagramisisininFigure Figure3a,3a,isisa asix-input
six-inputand andsix-output
six-output
control system based on the x-LMS algorithm [24,25]; x(n)
control system based on the x-LMS algorithm [24,25]; x(n) is the reference signal, W(z) isthe is the reference signal, W(z) is thecontroller
controller
filter, y(n)isisthe
filter,y(n) thecontroller
controlleroutput
outputvector, vector,S(z) S(z)isisthe thesecondary
secondarypath, d(n)isisthe
path,d(n) thedesired
desiredsignal signalvector
vector
which consists of vibration responses from the six error sensors
which consists of vibration responses from the six error sensors without control, e(n) is the error without control, e(n) is the error signal
vector
signalwhich
vectorconsists of vibration
which consists responses
of vibration from the
responses six error
from the six sensors after control,
error sensors and x’(n)
after control, andis x’(n)
the
vector of the reference signal after being filtered by the estimated secondary path, Ŝ(z). ˆ
is the vector of the reference signal after being filtered by the estimated secondary path, S(z) .
As shown in Figure 3b, the outputs of the controller pass through band-pass filters and power
As shown in Figure 3b, the outputs of the controller pass through band-pass filters and power
amplifiers to drive the six inertial actuators. Outputs from the six error sensors pass through charge
amplifiers to drive the six inertial actuators. Outputs from the six error sensors pass through charge
amplifiers and low-pass filters, and are fed into the controller as error signals. An ADI DSP-based
amplifiers and low-pass filters, and are fed into the controller as error signals. An ADI DSP-based
hardware system is used as the controller.
hardware system is used as the controller.
As discussed in [11], the performance of an active vibration control system depends largely upon
As discussed in [11], the performance of an active vibration control system depends largely upon
the transfer functions of the secondary paths, so the effects of secondary paths must be compensated
the transfer functions of the secondary paths, so the effects of secondary paths must be compensated
for by passing the reference signal through the estimated secondary path filters, which are denoted by
for by passing the reference signal through the estimated secondary path filters, which are denoted
Ŝ(z) in Figure 3a.
by Sˆ(z) in Figure 3a.
A secondary path is the path between a controller output signal and an error signal, including the
A secondary path isconverter,
D/A (digital-to-analogue) the path between band-pass a controller
filter, power output signalactuator,
amplifier, and an physical
error signal, systemincluding
from
the D/A (digital-to-analogue) converter, band-pass filter, power
the actuator location to the error sensor position, the error sensor itself, charge amplifier, low-pass filter amplifier, actuator, physical system
from
and A/Dthe(analogue-to-digital)
actuator location to converter.
the error sensor The impulse position, the errorbetween
responses sensor itself,
the firstcharge
inertialamplifier,
actuatorlow-to
pass
all six filter
error and A/Dare
sensors (analogue-to-digital)
shown in Figure 5a. converter.
It can beThe seen impulse
that the responses
driving point between the first
impulse inertial
response
actuator(IRF)
function to allissix error
much sensors
larger thanare theshown
transfer inIRFs,
Figure which5a. Itmeanscan bethat seen that
the the driving
secondary paths point impulse
are weakly
response function (IRF) is much larger than the transfer IRFs,
coupled. This, in turn, means that a decentralized control system could be implemented, drastically which means that the secondary paths
are weakly
reducing the coupled.
complexity.This,
Sixinindependent
turn, meansadaptive that a decentralized
x-LMS-basedcontrol filters system
are used, could
which beare implemented,
described
drastically reducing
by the equations [22,26] the complexity. Six independent adaptive x-LMS-based filters are used, which
are described by the equations [22,25]
L−1

 T (n)x(n) =
 P L −1
y ( n ) = w w x(n − l)
l=0 wi ,l x ( n − l )

i i = w ( n) x(n) = i,l
 T
 iy ( n )


i

 ei (n) = di (n) − si (n) ∗ yi (nl =)0





wi (n +ei1(n) )== w di ((nn) )−+ si (µn)x∗0 y(in()ne) (n)


, (1)

 i i i i
 w ( n + 1) = w ( n ) + μ x ' ( n ) e ( n ) T,

 x i (n) = [x i (n), x i (n − 1), . . . , x i (n − L + 1)]
0 0 0 0 (1)

i i i i i


  H−1 T
 x0 i (n)x='i (nP) =ŝi,h [ x 'i (n), x 'i (n − 1), , x 'i (n − L + 1)]



x(n − h)

 h=0 H −1


 x ' i (n) = sˆi , h x(n − h)
 h=0
where n is iteration number, si (n) (i = 1–6) is the IRF of the i-th secondary path, yi (n) is the i-th
controller
where n output signal,
is iteration * denotes
number, si (convolution,
n) (i = 1–6) is L isthetheIRF tapofnumber the i-thofsecondary
the adaptive control
path, yi (nfilters,
) is theH i-th
is
the number output
controller of taps signal,
of the estimated
* denotes secondary
convolution, path L isfilters,
the tap here L = H of
number = 256, µi (n) is the
the adaptive convergence
control filters, H
is the number of taps of the estimated secondary path filters, here L = H = 256, μi (n) is the
 Appl. Sci. 2020, 10, x FOR PEER REVIEW 6 of 10
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convergence
Appl. Sci. 2020, 10,coefficient
3025 of the adaptive filter, xi (n) , w i ( n) , sˆ i (n) are the reference input signal6 of 10
convergence coefficient of the adaptive filter, xi (n) , w i ( n) , sˆ i (n) are the reference input signal
vector, i-th controller filter vector, and i-th estimated secondary path filter vector respectively, which
vector,
can bei-th controller
expressed as filter vector, and i-th estimated secondary path filter vector respectively, which
coefficient
can of the as
be expressed adaptive filter, xi (n), wi (n), ŝi (n) are the reference input signal vector, i-th controller
T
x ( n ) = [ x (path
filter vector, and i-th estimated secondary n − 1vector
n ), x (filter ( n − L + 1)]
),  , xrespectively,
T
,
which can be expressed as(2a)
x ( n ) = [ x ( n ), x ( n − 1),  , x ( n − L + 1)] , (2a)
x(n) = [x(n), x(n − 1), . . . , x(n − L + 1)]T ,T (2a)
w (n) = [w , w , w ,, w ] , (2b)
w i (in) = [wi ,0i ,,0wi ,1i,,1 wi ,l i,,l, wi , Li−, L1T−]1T , (2b)
wi (n) = [wi,0 , wi,1 , . . . wi,l , . . . , wi,L−1 ] , (2b)
sˆi (n) = [sˆi ,0 , sˆi ,1 ,, sˆi ,h ,, sˆi , H −T1T]T , (2c)
ŝsˆi (i (nn))== [[ŝsˆi,0i ,0, ,ŝi,1
sˆi ,1, ,.  ˆi ,h, .,
. . ,,ŝsi,h ˆi , H −1]] , ,
. . , ,ŝsi,H−1 (2c)
(2c)
Thesix
The sixsecondary
secondarypaths pathswere
weremodeled modeledusing using 256-tap 256-tap adaptive adaptive finite finite impulse
impulse response
response (FIR)
(FIR)
The
filters, six secondary
which were paths were
calculated by modeled
adaptive using
system 256-tap adaptive finite
identification impulse response
measurements with the (FIR)
same
filters, which
filters, which were
werecalculated
calculated by by
adaptive adaptive system system identification
identification measurements
measurementswith thewith
samethesampling
same
sampling
frequency frequency
of 1.5 kHz of
as 1.5
the kHz
active as
control the active
process. control The process.
impulse The
response impulse response
functions of thefunctions
first of the
secondary
sampling
first frequency
secondary path ofderived
1.5 kHz byas an theadaptive
active control modeling process. process The and impulsethe response functions
commercial equipment of theare
pathsecondary
first derived bypath an adaptive
derived modeling
by an adaptive processmodeling and the commercial process and equipment are shown
the commercial in Figureare
equipment 5b.
shown in
For comparison,Figure 5b. For
all For comparison,
the IRFs modeledall all
bythethe
theIRFs IRFs
filters modeled
are shown by the filters
in Figure are shown
6. Itshown
can bein in
seen Figure
that 6.6.
256 It can
taps
shown
be seenin that
Figure
256 5b.
taps comparison,
are enough to describe the modeled
dynamic by the
characteristics filters are of the Figure
secondary It can
paths.
areseen
be enough to describe
that 256 taps arethe dynamic
enough to describe characteristics the dynamic of the characteristics
secondary paths. of the secondary paths.
Tap
0 50 100 150 200 250
Tap
0 50 100 150 200
adaptive 250
modeling result
0.04
0.06
IRF measured
adaptive modelingby pulse
result
0.04
0.06
0.03
IRF measured by pulse

0.03 0.04

0.02 0.04

0.02
0.02
Magnitude(m/s )

0.01
2

0.02
Magnitude(m/s )

0.01
2

Weight
0 0

Weight
0 0
-0.01
-0.02
-0.01
-0.02
-0.02
-0.02 -0.04
-0.03 -0.04
-0.03
-0.06
-0.04
-0.06
-0.04
0 0.02 0.04 0.06 0.08 0.1 0.12 0.14 0.16
0 0.02 0.04 0.06
Time 0.1
0.08
(s) 0.12 0.14 0.16
Time (s)
(a) (b)
(a) (b)
Figure 5. The impulse responses of: (a) The secondary paths between inertial actuator 1 and the six
Figure
Figure 5.5.The
Theimpulse
error sensors, (b) Theresponses
impulse responses
first of:
of:(a)
secondary (a)The secondary
Thederived
path secondary paths
from the between
paths betweeninertial
adaptive inertialactuator
modeling result 1and
actuator 1and
andthe
thesix
six
measured
error
errorsensors,
sensors, (b)
(b)
by pulse software. The
The first secondary path
path derived
derived from
from the
the adaptive
adaptive modeling
modeling result
result and
and measured
measured by
by pulse
pulse software.
software.
Weight
Weight

Weight
Weight

(a) (b)
(a) (b)
Figure 6. Cont.
Appl. Sci. 2020, 10, 3025 7 of 10
Appl. Sci. 2020, 10, x FOR PEER REVIEW 7 of 10

(c) (d)
0.08 0.08

0.06 0.06

0.04 0.04

0.02 0.02
Weight

Weight
0 0

-0.02 -0.02

-0.04 -0.04

-0.06 -0.06

-0.08 -0.08

0 50 100 150 200 250 0 50 100 150 200 250

Tap Tap

(c) (d)
0.08 (e) 0.08 (f)

0.06 0.06

0.04 0.04

0.02 0.02

0 0

-0.02 -0.02

-0.04 -0.04

-0.06 -0.06

-0.08 -0.08

0 50 100 150 200 250 0 50 100 150 200 250

Tap Tap

(e) (f)
Figure6.6.The
Figure Theimpulse
impulseresponses
responsesofofthe
thesecondary
secondarypaths
pathsmodeled
modeledby
byFIR
FIRfilters:
filters:(a–f)
(a–f)are
arethe
thefirst
firsttoto
sixth secondary paths respectively.
sixth secondary paths respectively.

3.3.Results
Resultsand
andDiscussion
Discussion
Active
Activevibration
vibration isolation experiments were
isolation experiments wereconducted
conductedonona single
a single generator
generator set set running
running at
at 1500
1500 rpm, which is the normal operating condition. Measurements were
rpm, which is the normal operating condition. Measurements were made with the active control made with the active control
system
systemswitched
switchedbothbothoff offand
andon, on,and
andthetheresults
resultsarearepresented
presentedininFigures
Figures7 7andand8.8.Figure
Figure7a7ashows
shows
the spectra of square root of the mean square acceleration responses above
the spectra of square root of the mean square acceleration responses above and below the isolators, and below the isolators,
with
withand
andwithout
withoutthe theactive
activecontrol
controlsystem
systemoperating.
operating. The dominant
The dominant responses
responsesat integer
at integermultiples of
multiples
half engine
of half orders
engine ordersare are
evident,
evident,andandas as
these
theseorders
ordersareare
contained
contained inin
thethereference
referencesignal,
signal,thetheactive
active
control
control system can target these frequencies. It is clear from Figure 7a that above about 20passive
system can target these frequencies. It is clear from Figure 7a that above about 20 Hz, the Hz, the
isolators are very are
passive isolators effective in attenuating
very effective vibration
in attenuating transmission
vibration to the hull
transmission to theover
hullthe
overwhole of theof
the whole
frequency range, with an average reduction of about 30 dB at most frequencies.
the frequency range, with an average reduction of about 30 dB at most frequencies. With the With the exception of
the frequency of 12.5 Hz, which corresponds to the first half engine order, the
exception of the frequency of 12.5 Hz, which corresponds to the first half engine order, the active active control system
results
controlinsystem
vibration
resultsreduction at frequencies
in vibration reductioncorresponding
at frequencies to all the half orders.
corresponding Forhalf
to all the the orders.
vibration
For
levels beneath the isolators, there is a small degree of amplification at frequencies
the vibration levels beneath the isolators, there is a small degree of amplification at frequencies corresponding to
first half order and the fourth order, and a negligible change at frequencies
corresponding to first half order and the fourth order, and a negligible change at frequencies corresponding to the sixth,
seventh, and eighth
corresponding to theorders.
sixth,At frequencies
seventh, corresponding
and eighth orders. Atto all the other corresponding
frequencies half orders, the to active control
all the other
system is effective, but its efficacy varies between the engine orders.
half orders, the active control system is effective, but its efficacy varies between the engine orders.
The spectrum of the hydrophone output is shown in Figure 7b for the active control system
switched both off and on. The results show that in general, the half engine orders dominate the
spectrum, with the active control system being effective at some frequencies but has a detrimental
effect at others. To see more clearly the effectiveness of the active control system, the reductions at
the frequencies corresponding to the half orders for the accelerations above and below the isolators
 controlling
modest, which theisvibration
probably above
becausethethe
isolators.
actuatorsThe reductions
only in vibration
act on this the soundthrough
pressure theare even more
isolators by
modest, with some amplification occurring at some frequencies, especially
controlling the vibration above the isolators. The reductions in the sound pressure are even at the sixth andmore
a half
order and
modest, withthesomeseventh order. Caution
amplification should
occurring at be
someexercised in drawing
frequencies, strictatconclusions
especially the sixth and concerning
a half
the sound reduction, however, as only a single point measurement was made
order and the seventh order. Caution should be exercised in drawing strict conclusions concerning in this case, whereas
estimates
the sound
Appl. of10,the
reduction,
Sci. 2020, global
3025 vibrations
however, wereamade
as only singleusing
pointsix accelerometers
measurement wasabove
madeand below
in this thewhereas
case, isolators.
8 of 10
estimates of the global vibrations were made using six accelerometers above and below the isolators.

(a) (b)
(a) results: (a) Spectra of vibration with and without control,
Figure 7. Experimental (b) (b) Acoustic pressure
in the water with and without control.
Figure
Figure7.7.Experimental
Experimentalresults:
results:(a)
(a)Spectra
Spectraofofvibration
vibrationwith
withand
andwithout
withoutcontrol,
control,(b)
(b)Acoustic
Acousticpressure
pressure
in
inthe
thewater
water with
with and
and without
without control.
control.

Figure 8. Effectiveness of the active control at each engine half-order.

Figure 8. Effectiveness of the active control at each engine half-order.
The spectrumFigureof the8.hydrophone
Effectiveness ofoutput is shown
the active control in Figure
at each 7b for
engine the active control system
half-order.
4. Conclusions
switched both off and on. The results show that in general, the half engine orders dominate the
4. Conclusions
spectrum,
This with
paperthehasactive control system
investigated being effective
the performance of an at somevibration
active frequencies but has
isolation a detrimental
system fitted to a
effect
dieselat others.
generator To see more clearly
in ainvestigated
floating tugboat.the effectiveness
The system of of
was the active control system, the reductions at the
This paper has the performance anfitted
activetovibration
the generator set without
isolation system making
fitted toanya
frequencies
changes tocorresponding
theinexisting to the half layout.
machinery orders for the accelerations
It thus above and below thethe isolators and
diesel generator a floating tugboat. The system was effectively
fitted to thecomplemented
generator set without existing
making passive
any
the acousticisolation
vibration pressuresystem.
in the water, are plotted
This system in Figuresix
consisted 8. It can beelectrodynamic
seen that all vibration levels and the
changes to the existing machinery layout. It thusofeffectively
inertial complemented the actuators
existing and a DSP-
passive
sound
basedpressure
controllerlevel have marginally increased at 12.5 Hz, which corresponds to the first half-order.
vibration isolation employing
system. This ansystem
adaptive feedforward
consisted control
of six inertial strategy. The reference
electrodynamic actuatorssignal
and a for
DSP- the
At higher frequencies,
controller was derived upfrom
to the
ansixth engine
optical order the
tachometer on reductions
the shaft in vibration
between the above and
engine the isolator
the range
generator.
based controller employing an adaptive feedforward control strategy. The reference signal for the
from between
The signal was5 and
passed10 dB. The reductions
through a half-order ingenerator
vibrationtobelow the isolators
generate all the is more modest,
harmonics which
controller was derived from an optical tachometer on the shaft between the engine and inthethe vibration
generator.
isresponse.
probablyUsingbecausethethe actuators only
responses sixact on this vibration through thethe
isolators by controlling the
The signal was passed through afromhalf-order accelerometers
generator to placed
generate next
all to actuators,
the harmonics inathe
six-input
vibrationand
vibration above the isolators. The reductions in the sound pressure are even more modest, with some
response. Using the responses from six accelerometers placed next to the actuators, a six-input and
amplification occurring at some frequencies, especially at the sixth and a half order and the seventh
order. Caution should be exercised in drawing strict conclusions concerning the sound reduction,
however, as only a single point measurement was made in this case, whereas estimates of the global
vibrations were made using six accelerometers above and below the isolators.

4. Conclusions
This paper has investigated the performance of an active vibration isolation system fitted to a
diesel generator in a floating tugboat. The system was fitted to the generator set without making
any changes to the existing machinery layout. It thus effectively complemented the existing passive
Appl. Sci. 2020, 10, 3025 9 of 10

vibration isolation system. This system consisted of six inertial electrodynamic actuators and a
DSP-based controller employing an adaptive feedforward control strategy. The reference signal for the
controller was derived from an optical tachometer on the shaft between the engine and the generator.
The signal was passed through a half-order generator to generate all the harmonics in the vibration
response. Using the responses from six accelerometers placed next to the actuators, a six-input and
six-output decentralized adaptive control strategy was adopted. Six accelerometers were also placed
directly below the passive isolators to give a measure of the hull vibration below the generator, and a
hydrophone was placed in the water to give an indication of the sound radiated. The active vibration
isolation experiment was conducted when only the diesel engine generator was working in the tugboat.
The experimental results show that the combination of the active control system and the passive
isolators is effective in reducing the global vibration on the frames below the generator, with vibration
reductions of more than 10 dB at several engine orders when the active control system is switched on.
The reduction in the acoustic pressure at the hydrophone position due to active control is up to 8 dB
for some engine orders although there is a marginal increase at some other frequencies.
Overall, the study has demonstrated that a self-contained active control system can be retrofitted to
a marine diesel generator set where there is limited space. Using inertial actuators and accelerometers,
it has been shown that it is possible to achieve appreciable attenuation of the vibration transmitted
to the hull at integer multiples of the half engine orders, complementing the attenuation due to the
passive vibration isolators. As the active control system proved to be effective on one generator set,
the next step in this work is to extend the system to both generator sets, and then to perform trials in
harbor and then at sea.

Author Contributions: Methodology, T.Y. and X.L.; software and validation, M.Z. and X.L.; experimental work,
T.Y., L.W., M.Z. and X.L.; writing—original draft preparation, L.W.; writing—review and editing, T.Y. and M.J.B.;
supervision, Z.L. All authors have read and agreed to the published version of the manuscript.
Funding: This research was funded by the National Natural Science Foundation of China, No. 51375103.
Conflicts of Interest: The authors declare no conflict of interest.

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