Automotive Noise and Vibration Congress 2016
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Transcript of Automotive Noise and Vibration Congress 2016
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25/01/16 www.pro-sim.com
Design & Development of an Integrated Transmission System
A case study of successful collaborative engineering between
AVTEC & ProSIM R&D Pvt Ltd
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PREAMBLE
Issues involved in development of a Integrated transmission system for AWD
Optimizing the product (material, geometry for needed performance)
Success of collaborative engineering for product innovation and NPD
Optimizing the investments and optimization of RoI are discussed.
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ProSIM
- A simulation technology based collaborative R&D company
- Inter disciplinary team of experts
- Design –materials - Manufacturing-performance
- Multi-physics simulation capabilities
25/01/16 www.pro-sim.com
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ProSIM
- We assist customers in
- New product development
- Innovation / R&D projects
- VA / VE
- Failure analysis
25/01/16 www.pro-sim.com
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Design of Gearbox
Product design and development
An integrated transmission for vehicle having 5 forward speeds & 1 reverse speedwithin the specified torque & rpm range.
4th Gear3rd Gear
2nd Gear1st Gear
Reverse Gear
5th Gear Front Output
Rear Output
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Workflow- Study the customer requirements
- Design specifications and conceptualisation
- Engineering design
- Digital mock up
- CAE and FEM analysis
- Durability analysis
- MBD model (flexible model)
- NVH Analysis
- Optimisation
- Physical prototype
- Testing
- Design fine tune
- Control drawing release
25/01/16 www.pro-sim.com
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Design Validation of an Integrated Transmission
System
Automotive Noise & Vibration Congress, Pune
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• Introduction
____________________________________________________
• Integrated Transmission & Transfer Case
• Features
____________________________________________________
• Conceptualizing the Product
• Mass addition for Shift-ability
• Testing on Acoustic Chamber
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Introduction 7-Feb-16
OEM’s demands higher performance, NVH, safety & quality are increasing
day by day.
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7-Feb-16
It is now necessary to utilize company’s investment in design stage gate
process qualification, virtual prototyping & physical prototyping.
Development of superior design is mandatory as technology, methods,
guidelines & tools are available on finger tips.
Design is signed off for performance, quality, safety & cost so that a
higher upgraded version of the model can be achieved after passing all the
stage gates.
Business Case FeasibilitySchematic
DesignDesign
DevelopmentPre
ConstructionConstruction
Introduction
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Integrated Transmission & Transfer Case7-Feb-16
5 speed manual transmission Motor shift transfer case
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Cut section 7-Feb-16
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7-Feb-16
HIGH GEAR PAIRGEAR RATIO: 1.205
LOW GEAR PAIRGEAR RATIO: 2.127
4TH GEAR PAIRGEAR RATIO: 1.000
3RD GEAR PAIRGEAR RATIO: 1.3642
2ND GEAR PAIRGEAR RATIO: 2.260
1ST GEAR PAIRGEAR RATIO: 3.737
REVERSE GEAR PAIRGEAR RATIO: 3.4028
5TH GEAR PAIRGEAR RATIO:
0.7757
TRANSMISSION
TRANSFER CASE
Gear Train
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Features 7-Feb-16
This transmission is designed for a vehicle which is on-road luxurious SUV
& at the same time can run on ice covered roads too.
Demands speed & torque at different times.
The unique feature is that transfer case is directly mounted on rear cover of
transmission for compactness.
It compliment design of engine, axle, propeller shaft & tunnel of vehicle
very well.
All the designed parts were gone through design stages such as
DFMEA/PFMEA.
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7-Feb-16
All the parts of the transmission are built to sustain a temperature range of
-30 degree Celsius to 50 degree Celsius.
Material selection for all parts is done for adverse condition and considering
variations in temperature.
The B10 life for all the parts qualifies as per demanded.
Effect of all torque transfer parts such as gear, shafts, synchronizers,
bearings were analysed with respect to the manufacturing accuracies.
All the design were checked for serviceability, assembly, quality & cost
before signing off with customer.
Features continues…
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Conceptualizing the Product
2/7/2016
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Initial Study & Data Receipt
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13.69° (~14 °)
Shift-ability
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Shifting Testing 2/7/2016
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07/02/2016
S.no. % of total time Front Axle (% of total torque) Rear Axle (% of total torque)
1 10% 100% 100%
2 30% 120% 80%
3 30% 80% 120%
4 10% 140% 60%
5 10% 60% 140%
6 5% 200% 0%
7 5% 0% 200%
Load Cases for testing
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Modelling and Simulation
- ABAQUS is used for finite element analysis
- FESAFE is used for fatigue damage and durability assessment
- SIMPACK is used for flexible multi-body dynamic simulation (order analysis, NVH, etc)
25/01/16 www.pro-sim.com
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Modeling and Simulation
Multi-body dynamic Simulation
Components in the main model -Flexible housing
-Flexible shafts
-Gear wheels
-Synchronizer
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Components:Flexible bodies Figure: Flexible Body generation in SIMPACK – Steps followed
Drive train modeling
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Components:Gear
1. Normal Module
2. Normal Pressure Angle
3. Helix Angle
4. Number of Teeth
5. Addendum Diameter\Height\Coefficient
6.Deddendum Diameter\Height\Coefficient
7. Shift Factor
8. Flank Width
Drive train modeling
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Calculation accordance with DIN 3990-1:1987-12
Gear pair Parameters Analytical calculation
Drive train modeling
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BearingsBall bearings
Needle roller bearings
Nonlinear bearing stiffness value
Drive train modeling
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Speed engagementLoad case
Figure: Example load case as 1st gear engaged
Input torque
Reverse torque
Drive train modeling
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Drive train Main model
Topology
Topology diagrams ease the understandability of the model
FE43 - Force Element Representing BoltingFE225 - Force element representing gear pairDOF - Degrees of FreedomFE93 - Force Element Representing input torque
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MBD Result
Using MBD Bearing forces
The Bearing reaction forces are considered as an input for
Structural analysis of housing components as shown in
the figure.
By FFT (Fast Fourier Transform) converted bearing loads
it could be possible to conduct housing acoustic analysis
in FE.
Figure: Bearing reaction forces
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Vibration analysis of gearbox
Methodology and Inputs
• Flexible gear shafts
• Switchable gears
• Bearings (Non linear stiffness and damping values)
• Synchro bodies as dummy bodies
• Rigid gearwheels with detailed macro- and micro-geometry
• Gearwheels with material data
• Gear pair contact
Figure: Nonlinear bearing stiffness valueFigure: Gear tooth modification
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Vibration analysis of gearboxSensors at Probe location
on housing to extract accelerations
Figure shows the sensors location on the
housing components
The resultant housing acceleration in all
direction captured at sensors locations.
Probe locations
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MBD Result Vibration analysis of gearboxRMS velocity at probe - 2
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MBD Result Vibration analysis of gearboxAcceleration at probe - 2
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MBD Result Vibration analysis of gearboxCampbell plot for acceleration at probe - 2 Housing Acceleration
From the figure shows critical RPM for a particular order(3rd Gear pair and 2nd harmonic of
TC Gear pair) of vibration indicating the source of high vibration in the system
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Observation
Vibration analysis of gearbox
1. In order analysis the RPM is increased from 0 to maximum, with a constant
acceleration. This is done in order to see at what RPM the system has maximum
amplitude of vibration
2. The maximum amplitude of vibration occurs because of the interaction of natural
frequencies of vibration and forcing frequencies (teeth meshing frequency of any one
of the gear pairs).
3. The natural frequencies also considerably depends on the mounting locations of the
housing. The critical RPM may change if the mounting locations and stiffness values
are varied
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Assembly
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Description of the transmission assembly
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Description of the differential gear system
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Boundary condition
The transmission assembly is fixed in bearing locations (highlighted - six location), Theshafts are allowed to rotate along the shaft axis (rotation along X– direction).
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Results – Transmission Assembly
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Results – Transmission Assembly
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Results – Differential gear Assembly
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Durability
Fatigue analysis is carried out taking the results of non linear static FE results.
Appropriate fatigue material properties are assigned for all the components from the
material library of the software and a cyclic half sine wave load (zero to max) is
applied to predict the fatigue life of the system.
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Fatigue life of Transmission assembly
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Minimum Fatigue life (crack initiation life) observed in the Transfer case assembly is as shown.
Fatigue life of transfer case
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NVH
The air meshing is considered as a cylinder of 350 mm radius from the Transmission axis
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Noise Probing location
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Noise predicted in simulation
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Noise Comparison at probe location-8
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Conclusions- A integrated transmission system for SUV with AWD is
developed- Static Stress, modal/ harmonic analysis, contact stress
analysis carried out using ABAQUS.- Customer desired fatigue life and noise levels have been
achieved by simulation based studies (using Abaqus, Fesafeand SIMPACK)
- Physical testing & prototyping time &effort is reduced.- Using good collaborative practices between ProSIM and
AVTEC, a new transmission system was developed in a short time, with minimal cost.
25/01/16 www.pro-sim.com