Abstract:Generated axial force (GAF) induced by internal friction in a tripod constant velocity (CV) joint causes shudder, which is related to lateral vibration in a vehicle. GAF is produced by tripod dynamics in the CV joint, and its magnitude is related to an applied torque and articulation angle. GAF provides periodic frictional force, owing to its kinematics, and causes take-off shudder that occurs when a vehicle abruptly accelerates from a stop position. Therefore, accurately estimating the GAF in a CV joint is ne… Show more
“…The outer surfaces of spherical rollers are spherical as well the spherical rollers in a tripod joint are usually called as rollers. 2–5 The tripod consists of three trunnions, 120° apart, used for assembling rollers and needles. 3–6 The housing also contains three tracks parallel to the input shaft that permit rolling and sliding motions of the rollers, together with the lubricant (grease) inside the housing.…”
Section: Introductionmentioning
confidence: 99%
“…2–5 The tripod consists of three trunnions, 120° apart, used for assembling rollers and needles. 3–6 The housing also contains three tracks parallel to the input shaft that permit rolling and sliding motions of the rollers, together with the lubricant (grease) inside the housing. Figure 1.(a) Drive shaft system with structures of the tripod and ball joints; 6 (b) detailed structure of the tripod joint (1 – roller; 2 – needle; 3 – trunnion; 4 – tripod; 5 – track; 6 – housing).…”
Section: Introductionmentioning
confidence: 99%
“…Owing to its friction, contact, and kinematic properties, the tripod joint generates a periodic axial force, denoted as generated axial force, which exhibits third-order characteristics of the rotational speed of the drive shaft. 3–6 The generated axial force contributes to undesired noise, vibration and harshness (NVH), which is directly related to the input torque and shaft rotational speed, especially the shudder during rapid accelerations from a low speed, and is considered as of an important index for evaluating dynamic performance of a drive shaft system. Owing to the wide usage of high-power, high-speed, and high-torque engines, especially for drives in electric vehicles, the significance and control of generated axial force-induced vibration and noise has been broadly emphasized.…”
Section: Introductionmentioning
confidence: 99%
“…Considerable efforts have been reported on dynamic characterizations of the drive shaft systems with a tripod joint. While the majority of these focus on the kinematic analysis, 7–10 a number of studies have reported measurements of generated axial force-induced vibration 1,3–5 and different models of the tripod joint for predicting dynamic performances of a drive shaft system. 2,6,11–15 For instance, Mariot and K'nevez 9 developed a methodology for kinematic analysis of a tripod joint and established the essential kinematic relations.…”
Section: Introductionmentioning
confidence: 99%
“…In order to study the “take off shudder” problem due to generated axial force of the drive shaft system, a nonrotating-type generated axial force test bench was further developed to measure generated axial force under different running conditions involving variations in the applied torque, articulation angle, and the type of grease. 3 The test method, however, did not permit characterizations under dynamic rotating conditions of the drive shaft system. Sa et al.…”
The drive shaft system with a tripod joint is known to cause lateral vibration in a vehicle due to the axial force generated by various contact pairs of the tripod joint. The magnitude of the generated axial force, however, is related to various operating factors of the drive shaft system in a complex manner. The generated axial force due to a drive shaft system with a tripod joint and a ball joint was experimentally characterized considering ranges of operational factors, namely, the input toque, the shaft rotational speed, the articulation angle, and the friction. The data were analyzed to establish an understanding of the operational factors on the generated axial force. Owing to the observed significant effects of all the factors, a multibody dynamic model of the drive shaft system was formulated for predicting generated axial force under different operating conditions. The model integrated the roller–track contact model and the velocity-based friction model. Based on a quasi-static finite element model, a new methodology was proposed for identifying the roller–track contact model parameters, namely, the contact stiffness and force index. To further enhance the calculation accuracy of the multibody dynamic model, a new methodology for identifying the friction model parameters and the force index was proposed by using the measured data. The validity of the model was demonstrated by comparing the model-predicted and measured magnitudes of generated axial force for the ranges of operating factors considered. The results showed that the generated axial force of the drive shaft system can be calculated more accurately and effectively by using the identified friction and contact parameters in the paper.
“…The outer surfaces of spherical rollers are spherical as well the spherical rollers in a tripod joint are usually called as rollers. 2–5 The tripod consists of three trunnions, 120° apart, used for assembling rollers and needles. 3–6 The housing also contains three tracks parallel to the input shaft that permit rolling and sliding motions of the rollers, together with the lubricant (grease) inside the housing.…”
Section: Introductionmentioning
confidence: 99%
“…2–5 The tripod consists of three trunnions, 120° apart, used for assembling rollers and needles. 3–6 The housing also contains three tracks parallel to the input shaft that permit rolling and sliding motions of the rollers, together with the lubricant (grease) inside the housing. Figure 1.(a) Drive shaft system with structures of the tripod and ball joints; 6 (b) detailed structure of the tripod joint (1 – roller; 2 – needle; 3 – trunnion; 4 – tripod; 5 – track; 6 – housing).…”
Section: Introductionmentioning
confidence: 99%
“…Owing to its friction, contact, and kinematic properties, the tripod joint generates a periodic axial force, denoted as generated axial force, which exhibits third-order characteristics of the rotational speed of the drive shaft. 3–6 The generated axial force contributes to undesired noise, vibration and harshness (NVH), which is directly related to the input torque and shaft rotational speed, especially the shudder during rapid accelerations from a low speed, and is considered as of an important index for evaluating dynamic performance of a drive shaft system. Owing to the wide usage of high-power, high-speed, and high-torque engines, especially for drives in electric vehicles, the significance and control of generated axial force-induced vibration and noise has been broadly emphasized.…”
Section: Introductionmentioning
confidence: 99%
“…Considerable efforts have been reported on dynamic characterizations of the drive shaft systems with a tripod joint. While the majority of these focus on the kinematic analysis, 7–10 a number of studies have reported measurements of generated axial force-induced vibration 1,3–5 and different models of the tripod joint for predicting dynamic performances of a drive shaft system. 2,6,11–15 For instance, Mariot and K'nevez 9 developed a methodology for kinematic analysis of a tripod joint and established the essential kinematic relations.…”
Section: Introductionmentioning
confidence: 99%
“…In order to study the “take off shudder” problem due to generated axial force of the drive shaft system, a nonrotating-type generated axial force test bench was further developed to measure generated axial force under different running conditions involving variations in the applied torque, articulation angle, and the type of grease. 3 The test method, however, did not permit characterizations under dynamic rotating conditions of the drive shaft system. Sa et al.…”
The drive shaft system with a tripod joint is known to cause lateral vibration in a vehicle due to the axial force generated by various contact pairs of the tripod joint. The magnitude of the generated axial force, however, is related to various operating factors of the drive shaft system in a complex manner. The generated axial force due to a drive shaft system with a tripod joint and a ball joint was experimentally characterized considering ranges of operational factors, namely, the input toque, the shaft rotational speed, the articulation angle, and the friction. The data were analyzed to establish an understanding of the operational factors on the generated axial force. Owing to the observed significant effects of all the factors, a multibody dynamic model of the drive shaft system was formulated for predicting generated axial force under different operating conditions. The model integrated the roller–track contact model and the velocity-based friction model. Based on a quasi-static finite element model, a new methodology was proposed for identifying the roller–track contact model parameters, namely, the contact stiffness and force index. To further enhance the calculation accuracy of the multibody dynamic model, a new methodology for identifying the friction model parameters and the force index was proposed by using the measured data. The validity of the model was demonstrated by comparing the model-predicted and measured magnitudes of generated axial force for the ranges of operating factors considered. The results showed that the generated axial force of the drive shaft system can be calculated more accurately and effectively by using the identified friction and contact parameters in the paper.
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