Reducing variable frequency vibrations in a powertrain system with an adaptive tuned vibration absorber group

Gao, Pu; Chen, Xiang; Liu, Hui; Zhou, Han

doi:10.1016/j.jsv.2018.03.034

Cited by 34 publications

(17 citation statements)

References 17 publications

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“…In addition, according to Wachel and Szenasi (1993), the upper and lower limit frequencies are greater or less than 10% of the external excitation frequency Ω , which can be calculated by equation (11). The upper and lower limit frequencies are the thin green and blue lines in Figure 11, and the area between the upper and lower limit frequencies in Figure 11 is called the “resonant region.” The natural frequencies have a high resonant probability in this region (Brennan, 1997; Gao et al, 2018)…”

Section: Vibration Characteristics Of the Powertrain System With Atvamentioning

confidence: 99%

“…Based on the theory proposed by Gao et al (2018) and Wachel and Szenasi (1993), the start and the stop tuning frequency have a great effect on the instantaneous change state of the natural vibrations of the powertrain system with an ATVA. So, it is necessary to select the appropriate start tuning frequency and stop tuning frequency of the ATVA, to ensure the newly generated natural frequencies outside the “resonant region” of the corresponding fluctuation torque excitation frequency, and do not enter the vicinity of other adjacent natural frequencies to prevent the occurrence of vibration coupling, to get a good reducing vibration performance in the whole time period.…”

Section: Vibration Characteristics Of the Powertrain System With Atvamentioning

confidence: 99%

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Vibration reduction performance parameters matching for adaptive tunable vibration absorber

Gao

Chen

Liu

et al. 2018

Journal of Intelligent Material Systems and Structures

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Based on the principle of vibration absorber, an adaptive tunable vibration absorber with the magnetorheological elastomer as the core intelligent component was designed to eliminate variable frequency vibration of the powertrain system. The simulation of the magnetic circuit of the adaptive tunable vibration absorber was carried out to ensure the magnetic field generated by the design with a closed magnetic circuit could meet the requirement. The transient dynamic simulation analysis of the adaptive tunable vibration absorber shows that the natural frequency of the vibration absorber could well follow the external excitation signal. The natural vibration sensitivity analysis of the 4-degree-of-freedom dynamic system of the powertrain system was performed to obtain the key moment of inertia that affects the natural frequencies of each stage and then the installation position of the adaptive tunable vibration absorber corresponding to external excitation near the resonant frequency band could be determined. Subsequently, taking the third natural vibration as an example, an adaptive tunable vibration absorber with corresponding variable-stiffness range was installed on the key moment of inertia affecting the vibration of this order. The transient changes of each natural vibration frequency of the powertrain system with the adaptive tunable vibration absorber were studied and then the best starting and stopping frequencies were determined. According to the optimal frequency tuning scheme, the variation range of the storage modulus required for the magnetorheological elastomer material in the limited magnetic field range was obtained. The relationship between the controllable current and the torsional stiffness of the vibration absorber is established. Aiming at the vibration problem near the third-order natural vibration, the best vibration reduction performance parameters were matched to the adaptive tunable vibration absorber. Finally, a time-frequency analysis was applied to the powertrain system with adaptive tunable vibration absorber, and the result shows that the best performance parameter matching for the adaptive tunable vibration absorber could effectively improve its vibration reduction performance.

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Section: Vibration Characteristics Of the Powertrain System With Atvamentioning

confidence: 99%

Section: Vibration Characteristics Of the Powertrain System With Atvamentioning

confidence: 99%

Vibration reduction performance parameters matching for adaptive tunable vibration absorber

Gao

Chen

Liu

et al. 2018

Journal of Intelligent Material Systems and Structures

Self Cite

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“…Unlike active vibration control [4,5], passive vibration control [6,7] dissipates energy without incorporating mechanisms powered by an external energy source. On the other hand, hybrid vibration control [4,[8][9][10][11][12][13][14] combines features of active and passive control systems. Passive dynamic absorbers (PDAs) are devices tuned to a particular structural frequency so that when that frequency is excited, the device resonates out of phase with the structural motion.…”

Section: Introductionmentioning

confidence: 99%

Unified Shear-Flexural Model for Vibration Control of Buildings Using Passive Dynamic Absorbers

Hernández-Barrios

Huergo

Arce-León

et al. 2020

Shock and Vibration

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A unified design model is proposed for various kinds of passive dynamic absorbers (PDAs) attached to buildings with different lateral resisting systems. A total of five different PDAs are considered in this study: (1) tuned mass damper (TMD), (2) circular tuned sloshing damper (C-TSD), (3) rectangular tuned sloshing damper (R-TSD), (4) two-way liquid damper (TWLD), and (5) pendulum tuned mass damper (PTMD). The unified model consists of a coupled shear-flexural (CSF) discrete model with equivalent tuned mass dampers (TMDs), which allows the consideration of intermediate modes of lateral deformation. By modifying the nondimensional lateral stiffness ratio, the CSF model can consider lateral deformations varying from those of a flexural cantilever beam to those of a shear cantilever beam. The unified model was applied to a 144-meter-tall building located in the Valley of Mexico, which was subjected to both seismic and along-wind loads. The building has similar fundamental periods of vibration and different nondimensional lateral stiffness ratios for both translational directions, which shows the importance of considering both bending and shear stiffness in the design of PDAs. The results show a great effectiveness of PDAs in controlling along-wind RMS accelerations of the building; on the contrary, PDAs were ineffective in controlling peak lateral displacements. For a single PDA attached at the rooftop level, the maximum possible value of the PDA mass efficiency index increases as the nondimensional lateral stiffness ratio decreases; therefore, there is an increase in the vibration control effectiveness of PDAs for lateral flexural-type deformations.

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“…Moreover, this type of device was used to reduce the resonances during fast transients occurring at various operative conditions of the driveline. 21,22…”

Section: Introductionmentioning

confidence: 99%

Gear rattle reduction in an automotive driveline by the adoption of a flywheel with an innovative torsional vibration damper

Brancati¹,

Rocca²,

Russo

2019

Proceedings of the Institution of Mechanical Engineers, Part K:

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An innovative device consisting of a flywheel equipped with a torsional vibration damper, based on the magnetorheological effect in elastomeric spring elements, is proposed in this paper. The feasibility study reports the dynamic behaviour of an automotive driveline equipped with the device aiming to explore the effectiveness of the damper in reducing the torsional oscillations of the flywheel, at low-speed regime, responsible for the vibro-acoustic phenomenon known as “gear rattle”. The spring elements of the device are constituted by magneto-rheological elastomeric samples, interposed between the flywheel and the damper disk, working for shear strains. Their dynamical characteristics can be properly tuned by varying the magnetic field surrounding the springs in order to mitigate the forced vibration causes of gear tooth impacts. The good attitude of the device in mitigating the rattle phenomenon is demonstrated by comparing the results provided by a numerical drive line model, equipped with a “monolithic” flywheel, with those obtained by adopting the present innovative vibration damper. The angular accelerations, resulting from the collisions between the teeth during the operation under “idle” conditions at different angular speeds, are thus compared.

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Reducing variable frequency vibrations in a powertrain system with an adaptive tuned vibration absorber group

Cited by 34 publications

References 17 publications

Vibration reduction performance parameters matching for adaptive tunable vibration absorber

Vibration reduction performance parameters matching for adaptive tunable vibration absorber

Unified Shear-Flexural Model for Vibration Control of Buildings Using Passive Dynamic Absorbers

Gear rattle reduction in an automotive driveline by the adoption of a flywheel with an innovative torsional vibration damper

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