Theoretical Calculation and Simulation Analysis of No-Load Torque of Main Reducer
Theoretical Calculation and Simulation Analysis of No-Load Torque of Main Reducer
Theoretical Calculation and Simulation Analysis of No-Load Torque of Main Reducer
Abstract—Bearing support stiffness of driving bevel gear is the tightened to tighten the bearing. The torque balance model in
main source of vibration and noise of automobile rear axle main the detection process can be expressed by Figure. 1.
reducer. There are closed relations between bearing preload and
no-load torque of main reducer and support stiffness. Taking the
car’s main reducer as the research object, this paper explored
the closed relations while the driving bevel gear bearing of main
reducer for automobile was under preload. We obtained the
suitable suitable stiffness of the main reducer bearing by
simulation, after which we got the optimum preload and no-load
torque when assembling. This study provides a theoretical
support for reducing vibration and noise of main reducer. 1—flange; 2—locknut; 3—bearing I; 4—bearing II; 5—
driving bevel gear.
Keywords-main reducer; tapered roller bearing; bearing
preload; no-load torque; vibration FIGURE I. SYSTEM TORQUE BALANCE DIAGRAM FOR DETECTING
NO-LOAD TORQUE
I. INTRODUCTION
The no-load torque calculation equation is:
The assembly quality of the main reducer will directly
affect the overall performance of the vehicle, and the key is the
assembly of the driving bevel gear and the passive bevel gear. T = M1 + M 2 (1)
In order to ensure the correct meshing of the teeth, avoiding
the occurrence of mutual movement, and smaller transmission M1 is the friction torque of bearingⅠ and M2 is the friction
shock noise vibration, it is required that the assembly process torque of bearingⅡ. From the above analysis, it is required to
of the main bearing impose a certain axial preload. So the solve the friction torque of the two bearings of driving bevel
driving bevel gear can rotate freely, besides, which also has gear in order to get the value of no-load torque.
enough support stiffness during the working process of main
reducer. In the assembly process of the main reducer, it is B. Theoretical Calculation of Frictional Moment of Tapered
difficult to detected the preload value of the bearing of driving Roller Bearing
bevel gear directly. In this paper, the main reducer is used to In general, the friction of rolling bearing is composed of
detect the bearing preload by the value of the no-load torque in the following parts [1]: 1.Pure rolling friction caused by the
the actual project. Therefore,the value of no-load torque is one elastic hysteresis; 2.Sliding friction caused by the sliding of
of the control parameters of the system’s support stiffness in rolling contact surface; 3.Friction caused by spin sliding at the
practical production. normal direction of the contact surface; 4.Pure sliding friction
According to the actual production standards given by the on the sliding contact surface; 5.Viscous friction of the
long-term experience, no-load torque is required to be lubricant (mainly grease). The friction torque value of 2 and 3
controlled between 0.6 and 0.9N·m. In order to find out the are relatively small, which do not need to be considered. In
best value from this interval, this paper analyzes the cor- summary, the geometric structure and mechanical analysis
relationship between no-load torque, bearing stiffness and under axial load of tapered roller bearings and single rollers
bearing preload, then obtain the best bearing preload and no- can be expressed by Figure.2 and Figure.3 [2].
load torque by determining the best bearing stiffness. This
study provides a theoretical reference for the vibration and
noise reduction of the rear axle.
II. MATHEMATICAL MODEL ANALYSIS OF NO-LOAD
TORQUE
A. The Concept and Calculation Model of No-load Torque
The no-load torque is the moment required to rotate the
main reducer flange when the driving bevel gear and the
bearing of driving bevel gear are assembled, and the locknut is FIGURE II. GEOMETRY OF TAPERED ROLLER BEARING
Fa
Qo =
z sin α
Fa (7)
Qi = Qo =
z sin α
sin 2γ 2 sin γ cos γ 2 sin γ
Qr = Qo = Fa = Fa
cos γ z sin α cos γ z sin α
FIGURE III. FORCES AND MOMENTS OF SINGLE ROLLER The friction torque generated by a single roller,M' is
expressed from equations(5)、(7)as follows:
Where Qo, Qi and Qr are load that act on the rollers from
the outer raceways, inner raceway and rib respectively; Fo, Fi l
and Fr are frictional forces of outer ring, inner ring and rib- 2 µ r ro (e − sin γ ) sin γ
(r − Dw )mo + ro mi
roller end contact, and Fr=μrQr; μr is the coefficient of friction M '= o + 2 Fa (8)
at rib-roller end contact; mi and mo are viscous rolling Dw zDw sin α
resistance of roller-inner raceway contact and roller-outer
raceway. Because the force and torque in a single roller are According to the equation (8), in order to obtain the
balanced, The equation can be obtained from Figure.2 and equation of the moment of friction with the preload of the
Figure.3 available: bearing as the variable. It is necessary to calculate the viscous
rolling resistance mi and mo.
Fo = Fr + Fi (2) C. Calculation Equation of Viscous Rolling Resistance
Based on EHL Analysis
l Viscous rolling resistance is the frictional moment caused
mo + mi = Fi Dw + Fr ( Dw + sin γ − e) (3) by the eccentricity of pressure distribution obtained from EHL
2 contacts. The principle can be expressed in Figure.4 [4].
At the same time, the equation for calculating the friction
torque generated by a single roller can be expressed in the
lower form by Figure.2 and Figure.3:
M ' = ro Fo − mo (4)
l
ro ( sin γ − e)
(r − Dw )mo + ro mi 2 (5)
M '= o − Fr
Dw Dw FIGURE IV. VISCOUS ROLLING RESISTANCE M AND THE CENTER
OF PRESSURE XCP FOR EHL LINE CONTACT
Due to the balance of force in a single roller, we can get the It can be seen from Figure.4 that due to the uneven
following equation [3]: distribution of pressure under the EHL effect, the theoretical
calculation of viscous rolling resistance becomes very difficult
Fa and complex. Therefore, scholars have chosen to obtain the
Qo = simplified equation of viscous rolling resistance or the whole
z sin α friction torque by experiments [4-7].
sin α sin θ + cos α cos θ (6)
Qi = Qo Based on the EHL theory, Goksem-Hargreaves [8] had
sin θ sin β + cos β cos θ proposed a dimensionless and dimensional viscous rolling
sin α cos β − cos α sin β resistance equation as follows:
Qr = Qo
sin θ sin β + cos β cos θ
M = c1 ⋅ U c2 ⋅ G c3 ⋅ W c4 (9)
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constants sets in this paper. The equation are expressed as Where A and B are two parameters. ASTM makes the
follows: following criteria for the value of A in the Walther equation:
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4 2 *
1 TABLE IV. SEVEN SETS OF NO - LOAD TORQUE CORRESPONDING
K= R E TO THE BEARING PRELOAD
3
T(N·m
600 650 700 750 800 850 900
m)
Because of the relative extrusion and displacement in the Fa1(N) 3188 3460 3732 4004 4275 4547 4819
meshing process between the driving bevel gear and the The preload of bearing I is set as design variable DV_1,
passive bevel gear. The average meshing stiffness of hypoid and take the values in TABLE IV. Continuously, set the
gears can be calculated as follows [14]: following five functions according to the parameters of the
bearing and the parameters in TABLE IV:
=km (0.75ε α + 0.25)k 'th K M K R K B cos β
TABLE V. FUNCTIONS OF DAMPER AND ONE-WAY TORQUE
Other contact force parameters can be found in reference Number Function meaning Function expression
[13]. The constraints are set according to the actual operating 1
Axial stiffness of 1.5653582E+005 *
conditions of the main reducer gear transmission system. In bearingⅠ DV_1**0.1
this article, the torque transferred from the rear axle to the Support stiffness of 4.3007864E+005 *
2
bearingⅠ DV_1**0.1
passive bevel gear is about 500N·m, and the torque can be Axial stiffness of 2.0884753E+005 *
replaced by a one-way torque in ADAMS. Continuously, two 3
bearingⅡ DV_1**0.1
dampers are applied at the center of bearing I and bearing II to Support stiffness of 5.7380386E+005 *
4
simulate the radial and axial stiffness of the bearings. Finally, bearingⅡ DV_1**0.1
utilize a one-way moment simulate the friction torque of 5
Friction torque of two
0.1839*DV_1+13.7576
bearings. The virtual prototype model after setup can be seen bearing
as follows: The function 5 represents the friction torque of the two
bearings.This paper focuses on the influence of preload on the
friction torque. Therefore, the change of friction torque caused
by the working speed and the thermal effect of the bearing is
ignored.
At the same time, the speed of driving bevel gear is set as
design variable DV_2. And setting driver start function is “step
(time, 0,0,0.2, DV_2)”. The range of the daily driving speed of
the models studied in this paper is 2000~4500r/min. Therefore,
in order to simulate operation of the vehicle more idealistically,
set six groups of drive speed. They are 800r/min, 1500r/min,
2000r/min, 3000r/min, 4000r/min and 5000r/min respectively.
FIGURE VI. VIRTUAL PROTOTYPE MODEL OF THE MAIN
REDUCER GEAR TRANSMISSION SYSTEM Finally, use “Design of Experiment” module to simulate.
C. Analysis of Simulation Result
B. The Specific Setting of the Damper and the Resistance
In this paper, the angular velocity and acceleration of
Moment Value
passive bevel gear and Y direction meshing force of the hypoid
The damper is actually a six component spring structure in gear are object of study. The vibration of gear transmission
ADAMS.view. The damper can set three translation stiffness, system of main reducer is evaluated by RMS values of the
three translation damping, three torsional stiffness and three three objects. The driving function of this paper is that the
torsional damping between two components. As the preload of speed starts at 0 and reaches the specified speed after 0.2S. So
bearing mainly affects bearing support stiffness and axial we only take the value after 0.2S for statistical analysis. A set
stiffness, therefore, only three translation stiffness functions of simulation data is taken to show the results of dynamic
with preload as design variables need to be set up in this paper. simulation when DV_1 is 3187.8 and DV_2 is 800.
The relation between the preload and the stiffness of the
bearing can be obtained [15]:
9 8 19 1
K a = 14505Z 10 le 10 sin 10 αFa 10
(23)
9 8 9 1
K r = 14505Z le sin α cos αFa
10 10 10 10
Where z is the number of rollers; le is effective roller length, FIGURE VII. THE ANGULAR VELOCITY OF PASSIVE BEVEL GEAR
mm; α is outer raceway half angle, rad. The no-load torque is
divided into seven values. According to equation (22), the
preload of the bearing corresponding to the no-load torque can
be calculated. The results are as follows:
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