【摘要】：齒輪傳動(dòng)作為一種實(shí)用的傳動(dòng)系統(tǒng),被普遍應(yīng)用于各類機(jī)械傳動(dòng)系統(tǒng)中,如航空發(fā)動(dòng)機(jī)的附件傳動(dòng)系統(tǒng)、汽車動(dòng)力系統(tǒng)中有偏置距(即準(zhǔn)雙曲面齒輪)傳動(dòng)、直升機(jī)傳動(dòng)系統(tǒng)等。由于齒輪傳動(dòng)系統(tǒng)通常運(yùn)作在比較惡劣的工作環(huán)境中,導(dǎo)致其容易受到振動(dòng)和沖擊等載荷的影響。因此,對(duì)齒輪傳動(dòng)系統(tǒng)進(jìn)行減振研究一直是國(guó)內(nèi)外學(xué)者關(guān)注的熱點(diǎn)之一。阻尼環(huán)減振降噪技術(shù)是改善齒輪振動(dòng)性能的一個(gè)非常有效的措施。它具有結(jié)構(gòu)緊湊、工藝簡(jiǎn)單等特點(diǎn),在工程中應(yīng)用廣泛。但是,現(xiàn)有關(guān)于阻尼環(huán)的研究大多是基于經(jīng)驗(yàn)公式和實(shí)驗(yàn)來(lái)進(jìn)行的,這樣無(wú)疑會(huì)增加生產(chǎn)周期和研究成本。因此,對(duì)阻尼環(huán)-齒輪傳動(dòng)系統(tǒng)進(jìn)行深入的理論分析顯得尤為重要。結(jié)合動(dòng)力減振器的工作原理,基于集中參數(shù)法,建立了考慮傳動(dòng)誤差和Stribeck摩擦力模型的2自由度阻尼環(huán)-齒輪傳動(dòng)系統(tǒng)的動(dòng)力學(xué)模型。采用諧波平衡法對(duì)動(dòng)力學(xué)方程組進(jìn)行求解,得到了系統(tǒng)的近似解析解,并與采用4階Runge-Kutta法所得的數(shù)值解進(jìn)行了對(duì)比,驗(yàn)證了解析解的有效性。應(yīng)用數(shù)值結(jié)果給出了系統(tǒng)的幅頻響應(yīng),對(duì)比了Stribeck摩擦力模型和Coulomb摩擦力模型在該系統(tǒng)中的優(yōu)劣。結(jié)果表明,加裝阻尼環(huán)不僅可以降低系統(tǒng)的共振響應(yīng)幅值,而且對(duì)系統(tǒng)的固有頻率僅有微小的影響;采用Stribeck摩擦力模型和Coulomb摩擦力模型建模都能得到非常接近的結(jié)果,但是這個(gè)差距會(huì)隨著摩擦力的增大逐漸增大。因此,考慮到摩擦熱效應(yīng),建模時(shí)應(yīng)盡可能考慮使用Stribeck摩擦力模型。但是,使用Coulomb摩擦力模型建模也能得到非常接近的結(jié)果。以航空發(fā)動(dòng)機(jī)轉(zhuǎn)子實(shí)驗(yàn)臺(tái)為實(shí)際研究對(duì)象,基于集中參數(shù)法建立了8自由度的轉(zhuǎn)子-齒輪傳動(dòng)系統(tǒng)彎扭耦合動(dòng)力學(xué)模型。根據(jù)系統(tǒng)的動(dòng)力學(xué)方程,求得了系統(tǒng)的固有頻率和主振型,并與通過(guò)ANSYS計(jì)算得到的系統(tǒng)固有特性進(jìn)行了對(duì)比,驗(yàn)證了本章參數(shù)化建模方法的有效性。然后,分析了嚙合剛度對(duì)系統(tǒng)固有特性的影響,并采用4階Runge-Kutta法對(duì)系統(tǒng)的動(dòng)力學(xué)方程進(jìn)行了求解,得到了系統(tǒng)部分自由度在共振時(shí)的穩(wěn)態(tài)響應(yīng)。通過(guò)在8自由度轉(zhuǎn)子-齒輪傳動(dòng)系統(tǒng)模型的主/從動(dòng)齒輪上分別安裝一個(gè)阻尼環(huán)的方式,得到了10自由度的安裝阻尼環(huán)的轉(zhuǎn)子-齒輪傳動(dòng)系統(tǒng)彎扭耦合動(dòng)力學(xué)模型。采用4階Runge-Kutta法對(duì)該系統(tǒng)進(jìn)行求解,得到了系統(tǒng)各自由度在共振時(shí)的幅頻響應(yīng),并以部分自由度為例進(jìn)行了分析。然后,以阻尼環(huán)的安裝剛度、安裝阻尼、摩擦力為變量,分析了這些結(jié)構(gòu)參數(shù)的變化對(duì)系統(tǒng)動(dòng)力學(xué)特性的影響。結(jié)果表明,阻尼環(huán)的結(jié)構(gòu)參數(shù)對(duì)系統(tǒng)的低階共振幾乎沒(méi)有影響,而對(duì)高階共振有比較明顯的影響;增大阻尼環(huán)的三個(gè)結(jié)構(gòu)參數(shù)值,在一定范圍內(nèi)有利于系統(tǒng)部分自由度的減振,包括轉(zhuǎn)子的彎曲振動(dòng)和齒輪的扭轉(zhuǎn)振動(dòng)。同時(shí),這三個(gè)參數(shù)的變化,可能會(huì)導(dǎo)致系統(tǒng)某些自由度共振點(diǎn)數(shù)目的變化;安裝剛度和安裝阻尼都存在最佳值,使得系統(tǒng)的減振效果最佳。
[Abstract]:As a practical transmission system, gear transmission is widely used in various mechanical transmission systems, such as the accessory drive system of the aero-engine, the offset distance (i.e. hypoid gear) transmission in the automobile power system, the helicopter transmission system, and the like. As the gear drive system is normally operating in a relatively harsh operating environment, it is susceptible to loads such as vibration and shock. Therefore, the research on the vibration reduction of the gear transmission system has been one of the hot spots of the domestic and foreign scholars. The damping ring vibration reduction and noise reduction technology is a very effective measure to improve the vibration performance of the gear. The invention has the characteristics of compact structure, simple process and the like, and has wide application in the engineering. However, the existing research on the damping ring is mostly based on the empirical formula and the experiment, which will undoubtedly increase the production cycle and the research cost. Therefore, it is very important to carry out in-depth theoretical analysis of the damping ring-gear transmission system. In this paper, the dynamic model of a two-degree-of-freedom damping ring-gear transmission system, which takes into account the transmission error and the Sribbeck friction model, is established based on the working principle of the power shock absorber. The solution of the dynamic equations is solved by the harmonic balance method, the approximate analytical solution of the system is obtained, and the numerical solution obtained by the four-order Runge-Kutta method is compared, and the validity of the analytical solution is verified. The amplitude-frequency response of the system is given by the numerical results, and the advantages and disadvantages of the Sribbeck friction model and the Coulomb friction model in the system are compared. The results show that the addition of the damping ring can not only reduce the resonance response amplitude of the system, but also have only a slight effect on the natural frequency of the system. But this gap will gradually increase as the friction force increases. Therefore, taking into account the thermal effect of the friction, the use of the Stribeck friction model should be considered as much as possible in modeling. However, that use of the Coulomb friction model can also result in very close results. In this paper, an 8-degree-of-freedom rotor-gear transmission system bending and torsion coupling dynamic model is established based on the lumped parameter method. According to the dynamic equation of the system, the natural frequency and the main vibration mode of the system are obtained, and compared with the inherent characteristics of the system obtained by the ANSYS calculation, the validity of the parametric modeling method in this chapter is verified. Then, the influence of the meshing stiffness on the inherent characteristics of the system is analyzed, and the dynamic equation of the system is solved by the step Runge-Kutta method, and the steady-state response of the partial degree of freedom of the system in the resonance is obtained. By installing a damping ring on the main/ driven gear of the 8-degree-of-freedom rotor-gear transmission system model, the dynamic model of a 10-degree-of-freedom rotor-gear transmission system is obtained. The four-order Runge-Kutta method is used to solve the system, and the amplitude-frequency response of each degree of freedom of the system in resonance is obtained, and some degree of freedom is taken as an example. Then, the influence of the change of these structural parameters on the dynamic characteristics of the system is analyzed. The results show that the structure parameters of the damping ring have little influence on the low-order resonance of the system, and the higher-order resonance is obviously affected; the three structural parameter values of the damping ring are increased, and the damping of the partial degree of freedom of the system is facilitated in a certain range, Includes the bending vibration of the rotor and the torsional vibration of the gear. At the same time, the change of these three parameters can lead to the change of some degree of freedom of resonance points of the system, and the installation stiffness and the installation damping have the best value, so that the damping effect of the system is the best.
【學(xué)位授予單位】：哈爾濱工業(yè)大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2016
【分類號(hào)】：TB535

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