According to differential geometry and gear geometry, the equation of meshing for small teeth difference planetary gearing and a universal equation of conjugated profile are established based on cylindrical pin tooth ...According to differential geometry and gear geometry, the equation of meshing for small teeth difference planetary gearing and a universal equation of conjugated profile are established based on cylindrical pin tooth and given motion. The correct meshing condition, contact line, contact ratio, calculating method for pin tooth's maximum contact point are developed. Investigation on the theory of conjugated meshing is carried out when the tooth difference numbers between pin wheel and cycloidal gear are 1, 2, 3 and ?1, respectively. A general method called enveloping method to generate hypocycloid and epicycloid is put forward. The correct meshing condition for cycloid pin wheel gearing is provided, and the contact line and the contact ratio are also discussed.展开更多
The prediction of the wheel wear is a fundamental problem in heavy haul railway. A numerical methodology is introduced to simulate the wheel wear evolution of heavy haul freight car. The methodology includes the spati...The prediction of the wheel wear is a fundamental problem in heavy haul railway. A numerical methodology is introduced to simulate the wheel wear evolution of heavy haul freight car. The methodology includes the spatial coupling dynamics of vehicle and track, the three-dimensional rolling contact analysis of wheel-rail, the Specht's material wear model, and the strategy for reproducing the actual operation conditions of railway. The freight vehicle is treated as a full 3D rigid multi-body model. Every component is built detailedly and various contact interactions between parts are accurately simulated, taking into account the real clearances. The wheel-rail rolling contact calculation is carried out based on Hertz's theory and Kalker's FASTSIM algorithm. The track model is built based on field measurements. The material loss due to wear is evaluated according to the Specht's model in which the wear coefficient varies with the wear intensity. In order to exactly reproduce the actual operating conditions of railway,dynamic simulations are performed separately for all possible track conditions and running velocities in each iterative step.Dimensionless weight coefficients are introduced that determine the ratios of different cases and are obtained through site survey. For the wheel profile updating, an adaptive step strategy based on the wear depth is introduced, which can effectively improve the reliability and stability of numerical calculation. At last, the wear evolution laws are studied by the numerical model for different wheels of heavy haul freight vehicle running in curves. The results show that the wear of the front wheelset is more serious than that of the rear wheelset for one bogie, and the difference is more obvious for the outer wheels. The wear of the outer wheels is severer than that of the inner wheels. The wear of outer wheels mainly distributes near the flange and the root; while the wear of inner wheels mainly distributes around the nominal rolling circle. For the outer wheel of front wheelset o展开更多
The wear profile analysis,obtained by different tribometers,is essential to characterise the wear mechanisms.However,most of the available methods did not take the stress distribution over the wear profile in consider...The wear profile analysis,obtained by different tribometers,is essential to characterise the wear mechanisms.However,most of the available methods did not take the stress distribution over the wear profile in consideration,which causes inaccurate analysis.In this study,the wear profile of polymer–metal contact,obtained by block-on-ring configuration under dry sliding conditions,was analysed using finite element modelling(FEM)and experimental investigation.Archard’s wear equation was integrated into a developed FORTRAN-UMESHMOTION code linked with Abaqus software.A varying wear coefficient(k)values covering both running-in and steady state regions,and a range of applied loads involving both mild and severe wear regions were measured and implemented in the FEM.The FEM was in good agreement with the experiments.The model reproduced the stress distribution profiles under variable testing conditions,while their values were affected by the sliding direction and maximum wear depth(hmax).The largest area of the wear profile,exposed to the average contact stresses,is defined as the normal zone.Whereas the critical zones were characterized by high stress concentrations reaching up to 10 times of that at the normal zone.The wear profile was mapped to identify the critical zone where the stress concentration is the key point in this definition.The surface features were examined in different regions using scanning electron microscope(SEM).Ultimately,SEM analysis showed severer damage features in the critical zone than that in the normal zone as proven by FEM.However,the literature data presented and considered the wear features the same at any point of the wear profile.In this study,the normal zone was determined at a stress value of about 0.5 MPa,whereas the critical zone was at about 5.5 MPa.The wear behaviour of these two zones showed totally different features from one another.展开更多
Continuously variable transmission(CVT)of noncircular gear has the technical advantages of large bearing capacity and high transmission efficiency.The key technology of CVT with noncircular gear has been broken throug...Continuously variable transmission(CVT)of noncircular gear has the technical advantages of large bearing capacity and high transmission efficiency.The key technology of CVT with noncircular gear has been broken through some countries,and is in the stage of deep application research.Although the characteristics and design methods of noncircular gear pairs have been continuously studied in China,the noncircular gear CVT is still in the preliminary exploration and research stage.The linear functional noncircular gear pair,whose transmission ratio is a linear function in the working section,to realize continuously variable transmission was the research object in this paper.According to the required transmission ratio in the working section,the transmission ratio function in the non-working section was constructed by using a polynomial.And then the influence of pitch curve parameters in the working section on which in the non-working section was also analyzed to obtain the pitch curve suitable for transmission of this gear pair.In addition,for improving the stability and bearing capacity of gear transmission,the noncircular gear pair transmission with high contact ratio was designed.Furthermore,the accurate value of the contact tooth length was calculated based on the gear principle and the characteristics of the involute tooth profile,from this the contact tooth length error was calculated by comparing the accurate value with its actual value obtained by the rolling experiment.Finally,an indirect method to verify the contact ratio by detecting the contact length error of the tooth profile was proposed.展开更多
基金the National Science and Technology Supporting Program (Grant No. No. 2006BAF01B08)Chongqing Science and Technology Key Task (Grant No. CSCT2006AA3010-6)
文摘According to differential geometry and gear geometry, the equation of meshing for small teeth difference planetary gearing and a universal equation of conjugated profile are established based on cylindrical pin tooth and given motion. The correct meshing condition, contact line, contact ratio, calculating method for pin tooth's maximum contact point are developed. Investigation on the theory of conjugated meshing is carried out when the tooth difference numbers between pin wheel and cycloidal gear are 1, 2, 3 and ?1, respectively. A general method called enveloping method to generate hypocycloid and epicycloid is put forward. The correct meshing condition for cycloid pin wheel gearing is provided, and the contact line and the contact ratio are also discussed.
基金Project(U1234211)supported of the National Natural Science Foundation of ChinaProject(20120009110020)supported by the Specialized Research Fund for Ph.D. Programs of Foundation of Ministry of Education of ChinaProject(SHGF-11-32)supported the Scientific and Technological Innovation Project of China Shenhua Energy Company Limited
文摘The prediction of the wheel wear is a fundamental problem in heavy haul railway. A numerical methodology is introduced to simulate the wheel wear evolution of heavy haul freight car. The methodology includes the spatial coupling dynamics of vehicle and track, the three-dimensional rolling contact analysis of wheel-rail, the Specht's material wear model, and the strategy for reproducing the actual operation conditions of railway. The freight vehicle is treated as a full 3D rigid multi-body model. Every component is built detailedly and various contact interactions between parts are accurately simulated, taking into account the real clearances. The wheel-rail rolling contact calculation is carried out based on Hertz's theory and Kalker's FASTSIM algorithm. The track model is built based on field measurements. The material loss due to wear is evaluated according to the Specht's model in which the wear coefficient varies with the wear intensity. In order to exactly reproduce the actual operating conditions of railway,dynamic simulations are performed separately for all possible track conditions and running velocities in each iterative step.Dimensionless weight coefficients are introduced that determine the ratios of different cases and are obtained through site survey. For the wheel profile updating, an adaptive step strategy based on the wear depth is introduced, which can effectively improve the reliability and stability of numerical calculation. At last, the wear evolution laws are studied by the numerical model for different wheels of heavy haul freight vehicle running in curves. The results show that the wear of the front wheelset is more serious than that of the rear wheelset for one bogie, and the difference is more obvious for the outer wheels. The wear of the outer wheels is severer than that of the inner wheels. The wear of outer wheels mainly distributes near the flange and the root; while the wear of inner wheels mainly distributes around the nominal rolling circle. For the outer wheel of front wheelset o
文摘The wear profile analysis,obtained by different tribometers,is essential to characterise the wear mechanisms.However,most of the available methods did not take the stress distribution over the wear profile in consideration,which causes inaccurate analysis.In this study,the wear profile of polymer–metal contact,obtained by block-on-ring configuration under dry sliding conditions,was analysed using finite element modelling(FEM)and experimental investigation.Archard’s wear equation was integrated into a developed FORTRAN-UMESHMOTION code linked with Abaqus software.A varying wear coefficient(k)values covering both running-in and steady state regions,and a range of applied loads involving both mild and severe wear regions were measured and implemented in the FEM.The FEM was in good agreement with the experiments.The model reproduced the stress distribution profiles under variable testing conditions,while their values were affected by the sliding direction and maximum wear depth(hmax).The largest area of the wear profile,exposed to the average contact stresses,is defined as the normal zone.Whereas the critical zones were characterized by high stress concentrations reaching up to 10 times of that at the normal zone.The wear profile was mapped to identify the critical zone where the stress concentration is the key point in this definition.The surface features were examined in different regions using scanning electron microscope(SEM).Ultimately,SEM analysis showed severer damage features in the critical zone than that in the normal zone as proven by FEM.However,the literature data presented and considered the wear features the same at any point of the wear profile.In this study,the normal zone was determined at a stress value of about 0.5 MPa,whereas the critical zone was at about 5.5 MPa.The wear behaviour of these two zones showed totally different features from one another.
基金Supported by National Natural Science Foundation of China(Grant No.51675060)Equipment Pre-Research Project(Grant No.3010519404)+2 种基金Chongqing University Graduate Student Research Innovation Project(Grant No.CYB19011)National Natural Science Foundation of China(Grant No.U1864210)Scientific Research Foundation of Binzhou University(Grant No.2022Y2).
文摘Continuously variable transmission(CVT)of noncircular gear has the technical advantages of large bearing capacity and high transmission efficiency.The key technology of CVT with noncircular gear has been broken through some countries,and is in the stage of deep application research.Although the characteristics and design methods of noncircular gear pairs have been continuously studied in China,the noncircular gear CVT is still in the preliminary exploration and research stage.The linear functional noncircular gear pair,whose transmission ratio is a linear function in the working section,to realize continuously variable transmission was the research object in this paper.According to the required transmission ratio in the working section,the transmission ratio function in the non-working section was constructed by using a polynomial.And then the influence of pitch curve parameters in the working section on which in the non-working section was also analyzed to obtain the pitch curve suitable for transmission of this gear pair.In addition,for improving the stability and bearing capacity of gear transmission,the noncircular gear pair transmission with high contact ratio was designed.Furthermore,the accurate value of the contact tooth length was calculated based on the gear principle and the characteristics of the involute tooth profile,from this the contact tooth length error was calculated by comparing the accurate value with its actual value obtained by the rolling experiment.Finally,an indirect method to verify the contact ratio by detecting the contact length error of the tooth profile was proposed.
