ABSTRACT
Dynamic modeling of the gear vibration is a useful tool to study the vibration response of a geared system under various gear parameters and operation conditions. An improved understanding of vibration signal is required for early detection of incipient gear failure to achieve high reliability. However, the aim of this work is to make use of a 6-degree-of-freedom gear dynamic model including localized tooth defect for early detection of gear failure. The model consists of a gear pair, two shafts, two inertias representing load and prime mover and bearings. The model incorporates the effects of time-varying mesh stiffness and damping, backlash, excitation due to gear errors and modifications. The results indicate that the simulated signal shows that as the defect size increases the amplitude of the acceleration signal shows that as the defect size increases the amplitude of the acceleration signal increases. The crest factor and kurtosis values of the simulated signal increase as the fault increases. Though the crest factor and kurtosis values give similar trends, kurtosis is a better indicator as compared to crest factor.
KEYWORDS: Vibration acceleration, system modeling, Crest Factor, Kurtosis value, defect size, gear meshing, pinion, gear
NOMENCLATURE
JD,J1,J2,JL Drive motor, pinion, gear, and load mass moment of inertia replacement decision in a suitable time.
m1,m2 Masses of pinion and gear.
TD Driving motor torque.
TL Load torque.
TF1,TF2 Friction torque.
C1,C2 Viscous damping coefficient of pinion and gear bearing.
Cm Gear mesh damping.
Km Gear mesh stiffness.
K1,K2 Pinion and gear shaft stiffness.
σ4 The variance square.
N The number of samples.
f The defect width in face direction.
Kk Unit width Hertzian stiffness.
θD, θ1,θ2,θL Angular displacement of driver motor, pinion, gear and load.
θD, θ1,θ2,θL Angular velocity of drive motor, pinion, gear and load.
θD, θ1,θ2,θL Angular acceleration of drive motor, pinion, gear and load.


摘要
在研究齒輪系統(tǒng)中各種齒輪參數(shù)的振動(dòng)響應(yīng)和操作條件時(shí)，齒輪振動(dòng)的動(dòng)態(tài)建模是一個(gè)非常有用的工具。對(duì)早期的齒輪檢測(cè)提出了一種改進(jìn)理解的振動(dòng)信號(hào)，但還沒(méi)達(dá)到高的可靠性。但是，這項(xiàng)工作的目的是利用一個(gè)6自由度的齒輪動(dòng)力學(xué)模型對(duì)齒輪輪齒缺陷故障的早期檢測(cè)。該模型包括一對(duì)齒輪副、兩個(gè)軸、兩個(gè)慣性負(fù)載、動(dòng)力傳動(dòng)裝置和軸承。由于齒輪的誤差和變動(dòng)，該模型被采用時(shí)受到變嚙合剛度、阻尼、反彈和勵(lì)磁影響。模擬信號(hào)顯示的結(jié)果表明，隨著缺陷尺寸的增加加速度信號(hào)的振幅增加。模擬信號(hào)的波峰因素和峰值隨著缺陷的增加而加重。雖然波峰因素和峰值做同樣的趨勢(shì)，但和波峰因素相比峰值是一個(gè)比較好的指標(biāo)。
關(guān)鍵詞：振動(dòng)加速度、系統(tǒng)建模、波峰因素、峰值、缺陷大小、齒輪嚙合、齒輪
專業(yè)術(shù)語(yǔ)
JD, J1, J2, JL 驅(qū)動(dòng)電機(jī)、小齒輪、大齒輪和負(fù)載在一定時(shí)間內(nèi)的慣性矩
m1, m2 大齒輪、小齒輪的模數(shù)
TD 發(fā)動(dòng)機(jī)驅(qū)動(dòng)轉(zhuǎn)矩
TL 負(fù)載力矩
TF1, TF2 摩擦力矩
C1，C2 齒輪、軸承的粘滯阻尼系數(shù)
Cm 齒輪嚙合阻尼
Km 齒輪嚙合剛度
K1, K2 齒輪、齒輪軸的剛度
σ4 平方差
N 樣本數(shù)量
f 寬度方向的缺陷
Kk 單位寬度的剛度
θD, θ1,θ2,θL 驅(qū)動(dòng)電機(jī)、小齒輪、大齒輪和負(fù)載的角位移
θD, θ1,θ2,θL 驅(qū)動(dòng)電機(jī)、小齒輪、大齒輪和負(fù)載的角速度
θD, θ1,θ2,θL 驅(qū)動(dòng)電機(jī)、小齒輪、大齒輪和負(fù)載的角加速度