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Research Papers

Nonlinear Analysis of Vibro-Impacts for Unloaded Gear Pairs With Various Excitations and System Parameters

[+] Author and Article Information
Jong-yun Yoon

School of Mechanical
and Automotive Engineering,
Kyungil University,
50 Gamasilgil, Hayangup,
Gyeongsan-si,
Gyeongbuk 712-701, South Korea
e-mail: yoon3932@kiu.kr

Iljae Lee

Department of Mechanical Engineering,
Chonbuk National University,
567 Baekje-daero,
Deokjin-gu, Jeonju-si,
Jeollabuk-do 561-756, South Korea
e-mail: leeij@jbnu.ac.kr

1Corresponding author.

Contributed by the Design Engineering Division of ASME for publication in the JOURNAL OF VIBRATION AND ACOUSTICS. Manuscript received June 10, 2013; final manuscript received February 13, 2014; published online April 1, 2014. Assoc. Editor: Prof. Philippe Velex.

J. Vib. Acoust 136(3), 031010 (Apr 01, 2014) (13 pages) Paper No: VIB-13-1197; doi: 10.1115/1.4026927 History: Received June 10, 2013; Revised February 13, 2014

Torsional systems with clearance-type nonlinearities have inherent vibratory problems such as gear rattle. Such vibro-impacts generally occur on the unloaded gear pairs of a vehicle correlated with the firing excitation of an engine. This study investigates the gear rattle phenomena on unloaded gear pairs with different excitation conditions and various system parameters. First, a linear time-invariant system model with six degrees of freedom is constructed and then a numerical analysis is applied to the gear rattle motion. Smoothening factors for clutch stiffness and hysteresis are employed for the stability of numerical simulations. Second, the dynamic characteristics of vibro-impacts are studied by examining the fast Fourier transform (FFT) components of the gear mesh force in a high frequency range. The effects of various system parameters on the vibro-impacts are examined using a nonlinear system model. Finally, the vibro-impacts, in terms of “single-sided” and “double-sided” impacts, are identified in phase planes.

Copyright © 2014 by ASME
Topics: Gears , Torque , Engines , Stiffness
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References

Figures

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Fig. 1

Nonlinear model of the 6-DOF system for the 3rd gear engaged and 5th gear unloaded case with the nonlinear functions

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Fig. 2

Torque TC(δ1) profiles for three clutch dampers based on real-life designs. Key: dashed line, clutch A; dashed-dotted line, clutch B; and solid line, clutch C.

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Fig. 3

Dynamic characteristics of the linear time-invariant system model with three real-life clutch dampers [14,15]: (a) mode shapes of the 6-DOF system with clutch type A, and (b) mobility Y˜ou calculated at the unloaded gear. Key: solid line, mobility of clutch type A; dashed line, mobility of clutch type B; and dashed-dotted line, mobility of clutch type C.

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Fig. 4

Comparison of the dynamic clutch torque along with different smoothening factors with clutch A at 1800 rpm: (a) clutch torque versus relative displacement and (b) dynamic clutch torque at the jumping area

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Fig. 5

Time history of the dynamic clutch torque along with different smoothening factors with clutch A at 1800 rpm: (a) time history of the dynamic torque with 5 cycles and (b) time history of the dynamic clutch torque at the jumping area

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Fig. 6

Clutch torque versus relative displacement and time histories of vibro-impacts with different clutch design concepts at 1800 rpm: (a) TC versus δ1 with clutch types A, B, and C and (b) δ4(t) on the unloaded gear pair with clutch types A, B, and C. Key: dashed line, gear backlash ±b/2.

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Fig. 7

Relative displacement of the unloaded gear pair along with different excitation conditions: (a) maximum and minimum relative displacement of the unloaded gear pair and (b) relative displacement of the unloaded gear pair with clutch types A, B, and C at 2500 rpm. Key: , clutch type A; , clutch type B; , clutch type C; and , gear backlash ±b/2.

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Fig. 8

Peak-to-peak (P-P) accelerations along with different excitation conditions: (a) P-P accelerations on the engaged gear pair, and (b) P-P accelerations on the unloaded gear pair. Key: , acceleration with clutch type A; , acceleration with clutch type B; and , acceleration with clutch type C.

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Fig. 9

FFT results of the gear mesh forces on the unloaded gear pair with three real-life clutch dampers at 2000 rpm

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Fig. 10

FFT results of the gear mesh forces on the unloaded gear pair with three real-life clutch dampers at 2500 rpm

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Fig. 11

Relative motions of the unloaded gear pair along with the engine speed. Key: solid line, clutch type A; dashed line, clutch type B; dashed-dotted line, clutch type C.

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Fig. 12

Relative motions of the unloaded gear pair along with clutch A. Key: solid line, relative displacement and dashed line, gear backlash ±b/2.

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Fig. 13

Relative motions of the unloaded gear pair along with inertia of the flywheel with the clutch A. Key: solid line, relative displacement and dashed line, gear backlash ±b/2.

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Fig. 14

Relative motions of the unloaded gear pair along with the inertia of the unloaded gear with clutch A. Key: solid line, relative displacement and dashed line, gear backlash ±b/2.

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Fig. 15

Relative motions of the unloaded gear pair along with the drag torque on the unloaded gear with clutch A. Key: solid line, relative displacement and dashed line, gear backlash ±b/2.

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Fig. 16

Dynamic characteristics of the double-sided impact on the unloaded gear pair with clutch A: (a) relative motions in the phase plane and (b) time history of the relative motions

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Fig. 17

Comparison of the vibro-impacts on the unloaded gear pair in the phase plane with clutch A: (a) δ4(t) versus δ·4(t), and (b) δ·4(t) versus δ··4(t). Key: , phase plane at 1800 rpm; , phase plane at 2000 rpm; and , phase plane at 2500 rpm.

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