Abstract
The actual gear mesh process is dynamic and the driving speed is of a great significance for dynamic response, while its nonlinear effect in the evaluation of mesh stiffness has commonly ignored by many scholars. In this paper, a new nonlinear dynamic model for spur gear system considering dynamic force increment, together with the effect of velocity-dependent mesh stiffness, is developed to obtain the dynamic response. An original computational algorithm for calculating velocity-dependent mesh stiffness based on analytical-FEM framework is proposed, whose correction is verified by finite element method. The steady-state solution of the gear system is studied analytically by numerical simulations. Changes in the dynamic responses in the time/frequency domains using the driving speed as the control parameter are examined, and the nonlinear relationship between the driving speed and the time-varying mesh stiffness is demonstrated. Numerical results are presented to illustrate and quantify the influence of velocity-dependent mesh stiffness and dynamic force increment on the dynamic characteristics of the spur gear system. The results presented in this study demonstrate the reasonable accuracy of velocity-dependent mesh stiffness and provide a theoretical basis for the follow-up research and experiment in the field of spur gear system dynamics.
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Abbreviations
- \(I_{{\text{p}}}\) :
-
Moment of inertia of pinion
- \(I_{{\text{g}}}\) :
-
Moment of inertia of gear
- \(T_{{\text{g}}}\) :
-
Drag torque of gear
- \(m_{{\text{p}}}\) :
-
Mass of pinion
- \(m_{{\text{g}}}\) :
-
Mass of gear
- \(c_{{\text{p}}}^{x,y}\) :
-
Bearing damping of pinion
- \(c_{{\text{g}}}^{x,y}\) :
-
Bearing damping of gear
- \(c_{{\text{m}}}^{j}\) :
-
Mesh damping of jth pair of teeth
- \(k_{{\text{p}}}^{x,y}\) :
-
Bearing damping of pinion
- \(k_{{\text{g}}}^{x,y}\) :
-
Bearing damping of gear
- \(k_{{\text{m}}}^{j}\) :
-
Mesh stiffness of jth pair of teeth
- \(k_{{{\text{p}}q}}\) :
-
Single-tooth dynamic stiffness of pinion at qth mesh point
- \(k_{{{\text{g}}q}}\) :
-
Single-tooth dynamic stiffness of gear at qth mesh point
- \(k_{{\text{m}}}^{1}\) :
-
Mesh stiffness of single tooth
- \(k_{{\text{m}}}^{2}\) :
-
Mesh stiffness of double tooth
- \(R_{{{\text{bp}}}}\) :
-
Base radius of pinion
- \(R_{{{\text{bg}}}}\) :
-
Base radius of gear
- \(\dot{\theta }_{{\text{p}}}\) :
-
Excitation speed of pinion
- \(\dot{\theta }_{{{\text{pm}}}}\) :
-
Average driving speed
- \(\lambda_{{\text{p}}}^{i}\) :
-
Fluctuation amplitudes of driving speed
- \(\varphi_{i}\) :
-
Phase of the ith harmonic
- \(\omega_{{\text{p}}}\) :
-
Excitation frequency of pinion
- \(F_{j}\) :
-
Mesh force
- \(F_{{\text{m}}}^{j}\) :
-
Dynamic mesh force of jth pair of teeth
- \(F_{{\text{m}}}^{\prime \prime j}\) :
-
Dynamic mesh force with time-varying distance of jth pair of teeth
- \({\Delta }F_{{\text{m}}}^{j}\) :
-
Additional dynamic mesh force increment of jth pair of teeth
- \({\Delta }F_{{{\text{m}}x}}^{j}\) :
-
\(x\)-Axis component of mesh force \(\Delta F_{{\text{m}}}^{j} \left( {\theta_{{\text{p}}} } \right)\)
- \({\Delta }F_{{{\text{m}}y}}^{j}\) :
-
\(y\)-Axis component of mesh force \(\Delta F_{{\text{m}}}^{j} \left( {\theta_{{\text{p}}} } \right)\)
- \(F_{{\text{f}}}^{j}\) :
-
Dynamic friction force of jth pair of teeth
- \(\delta\) :
-
Dynamic transmission error
- \(\mu\) :
-
Equivalent friction coefficient
- \(d^{\prime }\) :
-
Time-varying center distance
- \(d\) :
-
Reference center distance
- \(s\) :
-
Dividing point for transition from single- to double-tooth pairs
- \(v_{{\text{p}}}\) :
-
Speed of mesh force acting on pinion
- \(v_{{\text{g}}}\) :
-
Speed of mesh force acting on gear
- \(v_{{x{\text{q}}}}^{{\text{p}}}\) :
-
\(x\)-Axis component of \(v_{{\text{p}}}\) of the qth mesh node
- \(v_{{y{\text{q}}}}^{{\text{p}}}\) :
-
\(y\)-Axis component of \(v_{{\text{p}}}\) of the qth mesh node
- \(\vec{V}\) :
-
Relative speed of mesh point
- \(\overrightarrow {{Q_{{\text{p}}} Q_{{\text{g}}} }}\) :
-
Common normal vector of mesh point
- \(q\) :
-
Node number of the qth mesh point
- \({\Delta }x_{2q - 1}\) :
-
Displacement value ai position \(2q - 1\) in \(\left\{ {X_{q} } \right\}\)
- \({\Delta }x_{2q}\) :
-
Displacement value ai position \(2q\) in \(\left\{ {X_{q} } \right\}\)
- \(\Delta x_{q}\) :
-
Displacement in \(x\) direction of the qth mesh node
- \(\Delta y_{q}\) :
-
Displacement in \(y\) direction of the qth mesh node
- \({\Delta }\alpha\) :
-
Transmission angle increment
- \({\Delta }t_{q}\) :
-
Moving time interval of mesh force
- \(\left\{ {X_{q} } \right\}\) :
-
Displacement matrix
- \(\left\{ {\dot{X}_{q} } \right\}\) :
-
Derivative of \(\left\{ {X_{q} } \right\}\)
- \(\left\{ {\ddot{X}_{q} } \right\}\) :
-
Derivative of \(\left\{ {\dot{X}_{q} } \right\}\)
- \(\left\{ M \right\}\) :
-
Mass matrices of finite element model
- \(\left\{ {M_{i}^{{\text{e}}} } \right\}_{{i,\,{\text{ext}}}}\) :
-
Element mass matrix with consistent dimensions
- \(\left\{ K \right\}\) :
-
Stiffness matrices of finite element model
- \(\left\{ {K_{i}^{{\text{e}}} } \right\}_{{i,\,{\text{ext}}}}\) :
-
Element stiffness matrix with consistent dimensions
- \(\left\{ C \right\}\) :
-
Damping matrices of finite element model
- \(\left\{ {F_{q} } \right\}\) :
-
External load matrix
- \(M_{j}^{{{\text{r}},{\text{c}}}}\) :
-
Vectors of the overall mass matrix of the jth gear bore number
- \(K_{j}^{{{\text{r}},{\text{c}}}}\) :
-
Vectors of the overall stiffness matrix of the jth gear bore number
- \(N\) :
-
Total number of elements
- \(n_{1}\) :
-
Total number of mesh nodes
- \(n_{2}\) :
-
Total number of bore nodes
- \(n_{3}\) :
-
Total number of nodes
- \(\alpha\) :
-
Mass damping coefficient
- \(\alpha^{\prime }\) :
-
Time-varying transmission angle
- \(\beta\) :
-
Stiffness damping coefficient
- \(\beta^{\prime }\) :
-
Deflection angle
- \(\beta_{q}\) :
-
Mesh angle
- VMS:
-
Velocity-dependent mesh stiffness
- SMS:
-
Static mesh stiffness
- OCA:
-
Original computational algorithm
- PEM:
-
Potential energy method
- FEM:
-
Finite element method
- DTE:
-
Dynamic transmission error
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Acknowledgements
The authors acknowledge the financial support from National Natural Science Foundation of China (Grant No. 51305378, 51605412), Shandong Provincial Science and Technology Department (Grant No. ZR2021ME010), State Key Laboratory of Smart Manufacturing for Special Vehicles and Transmission System (Grant No. 2022FFQ0625), State Key Laboratory of Mechanical transmission in Chongqing University (Grant No. SKLMT-MSKFKT-202206).
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Appendix A: Finite element theory of 8-node quadratic quadrilateral element
Appendix A: Finite element theory of 8-node quadratic quadrilateral element
The quadratic quadrilateral elements are used in the proposed method (see Fig. 20). The shape function of the quadratic quadrilateral element can be expressed as:
The strain matrix is:
where \(\left\{{D}^{^{\prime}}\right\}\) and \(\left\{N\right\}\) are:
where \(\left\{J\right\}\) is jacobin matrix:
The constitutive matrix is:
where \(E\) represents the Young’s modulus and \(v\) represents the Poisson’s ratio.
The element stiffness and mass matrix can be acquired by Gauss integral:
where \(t\) is element thickness; \(\rho \) is element density.
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Liu, G., Liu, F., Ma, T. et al. Dynamic analysis of spur gears system with dynamic force increment and velocity-dependent mesh stiffness. Nonlinear Dyn 111, 13865–13887 (2023). https://doi.org/10.1007/s11071-023-08603-7
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DOI: https://doi.org/10.1007/s11071-023-08603-7