双线摆吸振器的英文论文.pdf

reduction of vibrations in engines using centrifugal pendulum vibration absorbers masters thesis in the masters programme automotive engineering anders wedin department of product and production development division of product development chalmers university of technology g oteborg, sweden 2011 masters thesis 2011 masters thesis 2011 reduction of vibrations in engines using centrifugal pendulum vibration absorbers a study with modeling and simulation of centrifugal pendulum vibration absorbers in the dual mass flywheel masters thesis in the masters programme automotive engineering anders wedin department of product and production development division of product development chalmers university of technology g oteborg, sweden 2011 reduction of vibrations in engines using centrifugal pendulum vibration absorbers a study with modeling and simulation of centrifugal pendulum vibration absorbers in the dual mass flywheel anders wedin c ?anders wedin, 2011 masters thesis 2011 department of product and production development division of product development chalmers university of technology se-412 96 g oteborg sweden telephone: + 46 (0)31-772 1000 cover: sketch of simple, bifi lar, roll form, and a possible design of a bifi lar cpva with general path (in blue). drawn by anna wedin. chalmers reproservice g oteborg, sweden 2011 reduction of vibrations in engines using centrifugal pendulum vibration absorbers a study with modeling and simulation of centrifugal pendulum vibration absorbers in the dual mass flywheel masters thesis in the masters programme automotive engineering anders wedin department of product and production development division of product development chalmers university of technology abstract the development and use of cpvas (centrifugal pendulum vibration absorbers) started in the beginning of the 20th century, and one of the fi rst traces is a model by kutzbach in 1911. most of the models were developed and patented during the 1930s, and those types are still used today. cpvas came to play a vital role in the development of radial aircraft engines, which were used extensively in world war ii. with the aid of correctly tuned cpvas, vibrations of different orders could be reduced signifi cantly, ensuring reliable operation. thecpvaisparticularlyusefulforenginessinceitisnotdependentonfrequency, but the order of the applied torque. the cpva can therefore reduce vibrations in the entire engine speed range. cpvas are now fi nding use in powertrains of cars, more specifi cally in the dmf (dual mass flywheel). the problem automotive manufacturers face today, from a vibration per- spective, is that engines generally tend to become smaller in size and have fewer cylinders, while the power output tend to increase. the dmf has been an effective way of reducing vi- brations from engine to transmission for some time now, but ever increasing vibration levels from newly developed engines create a need of using cpvas. the main goal of this thesis work is to, at volvo cars engine development department, model and simulate different types of cpvas in the software simdrive 3d by contecs eng, where simple vibration models can be made for fi rst investigations. different cpvas have been modeled through a fully customizable element, programmed in c/c+ for simdrive. special attention has been given to model cpvas with cycloidal and epicycloidal paths, since they are important for practical use. the cpva unit performance is analyzed in one model with an n:th order sine-signal torque, and also in a more realistic pow- ertrain model with cylinders, dmf with cpvas attached, fead (front engine accessory drives), and realistic input torque from combustions in the engine cylinders. in simulations with sine-signal torque, all cpva types considered seem to have capabil- ities of absorbing vibrations. some of the types with cycloidal or epicycloidal paths reduce vibrations of the designated order to a level very close to zero, for a major part of the engine speed range. in the advanced powertrain model, where the pendulum mass is restricted to 1 kg, the cpva units are stretched to their limit. types with regular circular paths either fail to reduce or amplify vibrations, while types with cycloidal or epicycloidal paths manage to reduce vibrations for parts of the engine speed range. with more simulation time, the cpva parameters could be optimized further. future work suggestions include further development of models, introduction of ”stop- pers” in models, and introduction of multiple independent absorbers to account for non- unison motion. keywords: torsional vibrations, centrifugal pendulum vibration absorbers, dual mass fly- wheel, bifi lar, salomon, general-path representation, cycloid, epicycloid, tautochrone, mod- eling, simulation, car, powertrain, crankshaft , product and production development, masters thesis 2011i sammanfattning i b orjan av 1900-talet b orjade utvecklingen och anv andandet av centrifugal-pendeld ampare (en- gelska: centrifugal pendulum vibration absorbers), d ar ett av de f orsta sp aren ar en modell fr an 1911 av kutzbach. de fl esta av modellerna utvecklades och patenterades under 1930-talet, vilka anv ands annu idag. pendeld ampare spelade en stor roll i utvecklingen av de motorer av stj arntyp som satt i m anga fl ygmaskiner under andra v arldskriget. med hj alp av pendeld ampare kunde vibrationer av olika ordningar reduceras och f orhindra motorhaveri. pendeld ampare ar s arskilt v al l ampade f or f orbr anningsmotorer eftersom de d ampar vibrationer i hela varvtalsregistret, inte bara vid en viss frekvens. pendeld ampareb orjarnuanv andasidrivlinanhosbilar, n armarebest amtitv amassesv anghjul (tms). i dagens utveckling tenderar motorer att bli allt mindre, ha f arre cylindrar, och samtidigt utveckla mer effekt vilket skapar problem p a vibrationssidan. tms har anv ants under en tid f or att d ampa vibrationer fr an motor till transmission, men senare motorer med h og effekt skapar ett behov att anv anda pendeld ampare i tms:et. det huvudsakliga m alet med detta examensarbete ar att, p avolvopersonbilarsmotorutveckling, modelleraochsimuleraolikatyperavpendeld ampare i programvaran simdrive 3d av contecs eng, d ar enklare vibrationsmodeller kan skapas. olika typer av pendeld ampare har modellerats manuellt i ett element, som har programmerats i c/c+ f or simdrive. s arskilt fokus har lagts p a att modellera pendeld ampare med cykloid- och epicykloidbanor, eftersom dessa typer ar viktiga i praktiken. prestandan hos pendeld amparna unders oks i en modell med ett sinus-vridmoment som insignal, och ocks a i en mer realistisk drivlina-modell med cylindrar, tms med pendeld ampare, hj alpapparatdrivning, och realistiskt motor-vridmoment. simuleringaravmodellenmedsinus-vridmomentvisarattallatyperavpendeld ampareverkar ha f orm agan att d ampa vibrationer. vissa av typer med cykloid- och epicykloidbanor d ampar vi- brationerna s a pass bra att de n ara nog elimineras, over hela varvtalsregistret. i drivlina-modellen med realistiskt motor-vridmoment, d ar den totala till atna massan f or pendlarna ar 1 kg, verkar pendeld amparna befi nna sig p a stabilitetsgr ansen. de typer som har vanliga cirkul ara banor ly- ckas inte d ampa vibrationer, vissa av modellerna f orst arker till och med vibrationerna. typerna med cykloid- eller epicykloidbanor lyckas att d ampa vibrationerna over vissa delar av varvtal- sregistret. om fl er simuleringar k ors kan parametrarna f or de olika typerna optimeras ytterligare. n agra rekommendationer f or framtida arbete ar fortsatt arbete med utveckling av modeller, inf orande av ”stopp” f or pendelr orelsen och inf orande av modeller med fl era oberoende pendlar p a samma pendeld amparenhet eftersom de i verkligheten inte r or sig unisont. ii, product and production development, masters thesis 2011 table of contents abstract. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .i sammanfattning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ii table of contents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .v list of abbreviations and notations . . . . . . . . . . . . . . . . . . . . . . . . . . . . vi list of figures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .viii list of tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ix 1introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 1.1company background volvo cars . . . . . . . . . . . . . . . . . . . . . . . .1 1.2historical use and development of cpvas. . . . . . . . . . . . . . . . . . . .1 1.3problem background and description. . . . . . . . . . . . . . . . . . . . . . .2 1.4thesis purpose and goals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 1.5delimitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 1.6methodology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 1.7simdrive 3d and other used software. . . . . . . . . . . . . . . . . . . . . . .5 1.8thesis overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 2theoretical foundation. . . . . . . . . . . . . . . . . . . . . . . . . . .7 2.1vibrations in multicylinder engines. . . . . . . . . . . . . . . . . . . . . . . .7 2.2lagrangian formulation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 2.3equations of motion as a system of first-order ordinary differential equations .9 2.4basic function and tuning of cpvas. . . . . . . . . . . . . . . . . . . . . . .11 2.5cycloids, epicycloids and tautochrones . . . . . . . . . . . . . . . . . . . . . .13 2.6stability and performance of cpvas . . . . . . . . . . . . . . . . . . . . . . . .15 2.7description of cpvas modeled in this work . . . . . . . . . . . . . . . . . . .16 2.7.1simple type with circular path. . . . . . . . . . . . . . . . . . . . . .16 2.7.2 bifi lar type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 2.7.3roll form (salomon) type . . . . . . . . . . . . . . . . . . . . . . . . .21 2.7.4cycloidal path type. . . . . . . . . . . . . . . . . . . . . . . . . . . .22 2.7.5epicycloidal (cardoid) path type. . . . . . . . . . . . . . . . . . . . .24 2.7.6 bifi lar type with rollers and general-path representation (epicycloid path). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26 3literature review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29 4methodology modeling and simulation. . . . . . . . . . . . . .31 4.1cpva modeling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31 4.1.1derivation of equations of motion for simdrive or matlab . . . . . . . .31 4.1.2 c/c+ programming and compilation to dll-fi le in visual studio. . . .31 4.1.3 implementation of dll-fi le in simdrive . . . . . . . . . . . . . . . . . . .33 4.2simdrive modeling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33 4.2.1 verifi cation model . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33 4.2.2model with sine-signal torque . . . . . . . . . . . . . . . . . . . . . . .34 , product and production development, masters thesis 2011iii 4.2.3advanced model with dmf, fead, diesel engine torque . . . . . . . .35 4.3simulations in simdrive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38 5results from simulations. . . . . . . . . . . . . . . . . . . . . . . . . .39 5.1model with sine-signal torque . . . . . . . . . . . . . . . . . . . . . . . . . . .39 5.2advanced model with dmf, fead, diesel engine torque . . . . . . . . . . . .43 6discussion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 6.1modeling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 6.2simulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 7conclusions and recommendations for future work. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49 references. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53 appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54 a matlab code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55 a.1cpva dynamics simulation code . . . . . . . . . . . . . . . . . . . . . . . . .55 a.2circular/cycloidal/epicycloidal path code . . . . . . . . . . . . . . . . . . . . .56 bc/c+ code for dll simple type cpva element in simdrive. . . . . . . . . . . .58 c equations of motion for bifi lar type with rollers and general-path representation (mathematica) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63 d visual studio instructions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69 ecpva parameters in simdrive simulations . . . . . . . . . . . . . . . . . . . . . .71 iv, product and production development, masters thesis 2011 preface in this study, several types of centrifugal pendulum vibration absorbers (cpvas) have been modeled and simulated in the software simdrive 3d, as a possible method to reduce vibrations of specifi c orders, originating from engine combustion cycles. simple, bifi lar, salomon, and general-path type cpvas have been considered. the work has been carried out from may to november 2010 at volvo cars engine transmissions in g oteborg, sweden, with anders wedin as student. supervisors have been ph.d. tomas johannesson at volvo cars, and senior lecturer g oranbr annareatthedepartmentofproductandproductiondevelopment, chalmersuniversity of technology in g oteborg, sweden. acknowledgements first i would like to thank my supervisor tomas johannesson, for initiating and giving me this very varied and rewarding thesis, and also for being very supportive and helpful with whatever issues during the work. i would also like to thank peter norin at volvo, for starting this thesis in collaboration with tomas, and for letting me work on his group in engine transmissions. thanks also to my supervisor at chalmers, g oran br annare, who has been very helpful during this work. further, i would like to thank tobias hansson at volvo for his help with simdrive among other things, and hope that he will fi nd this work useful in the future. thanks also to niclas andersson at volvo for his comprehensive guidance on the function of dual mass flywheels, and how they can be modeled. special thanks to the guys at contecs engineering for their invaluable support, especially for their help with programming issues. it would not have been possible to model the cpva units without their help. thanks also to andreas k all for getting me started with c programming, and victor sandgren for being a brilliant student reviewer of this thesis. a very special thanks to family friend elisabet lepp anen, for her help with fi nding this work by spreading the word at volvo cars. thanks also to professor s. w. shaw for sending me previous work in the fi eld, which proved to be most helpful. i would also like to thank the people at volvo that showed interest in my work by listening to my presentations. finally, awarmthankstofamilyandfriendsfortheirsupport. thankstomysisterfordrawing the nice cover picture for this report. g oteborg, february 2011 anders wedin , product and production development, masters thesis 2011v list of abbreviations and notations abbreviations cpva(s):centrifugal pendulum vibration absorber(s) dmf:dual mass flywheel fead:front engine accessory drives ode(s):ordinary differential equation(s) notations t:time s qi:i:th generalized coordinate qi:i:th generalized velocity : cpva unit rotor angle, fi rst generalized coordinate rad :cpva unit pendulum angle, second generalized coordinate rad t:kinetic energy kg m2/s2 v :potential energy kg m2/s2 l:lagrangian, the difference in kinetic and potential energy kg m2/s2 y n2:array in c/c+ storing generalized coordinates, velocities, and accelerations :steady rotary speed of cpva rotor n:natural angular frequency of cpva rad/s m:total pendulum mass kg mp:mass of each pendulum kg j:moment of inertia for rotor kg m2 i:total moment of inertia pendulum for pendulums kg m2 ip/ipend:moment of inertia for each pendulum kg m2 x:coordinate in inertial system of the cpva m y:coordinate in inertial system of the cpva m s:arc length variable, second generalized coordinate v:velocity vector for pendulum center of mass r:distance from rotor centre to pendulum attachment point on rotor m r:distance from pendulum attachment point on rotor, to pendulum center of mass m k:radius of gyration for pendulum m vi, product and production development, masters thesis 2011 cs: viscous damping coeffi cient for rotor nm s/rad ca: viscous damping coeffi cient for pendulum absorber nm s/rad ta:externally applied torque on cpva unit kg m2/s2 n:harmonic order e:distance between bored hole center and roller center (salomon type) m i:roller moment of inertia (salomon type) kg m2 d:diameter of bored hole (salomon type) m d:diameter of roller (salomon type) m c:second generalized coordinate for cycloid path type rad epi:second generalized coordinate for epicycloid (cardoid) path type rad : parameter to adjust the curvature of the general path (bifi lar type with rollers) 0: curvature at point (0,c) (bifi lar type with rollers) : curvature along the general path (bifi lar type with rollers) ir: moment of inertia for roller (bifi lar type with rollers) kg m2 a: roller radius (bifi lar type with rollers) m mr: mass of roller (bifi lar type with rollers) kg yp: