Dynamic Absorbers for Modern Powertrains

Swank, Michael; Lindemann, Patrick

doi:10.4271/2011-01-1554

Cited by 20 publications

(8 citation statements)

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“…(3) Substitute Eq. (1-3) into Lagrangian equation form [4], the system equations of vibration can be derived as:…”

Section: Equations Of Torsional Vibrationmentioning

confidence: 99%

“…Many authors [2][3][4] have utilized various specified paths for the TVA absorber, such as epicycloidal, sub-harmonic epicycloidal, tautochronic and general-paths. Nowadays, the studies on TVA are increasing interest due to the continuous increase of pressures for higher fuel efficiency, lower emissions, or quieter operation of rotating systems.…”

Section: Introductionmentioning

confidence: 99%

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On a Method for Optimizing Design of Analyzing Torsional Vibration Absorber

Nguyen¹

2021

International Journal of Mechanical Engineering and Technology (Ijmet)

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In this paper, maximum of equivalent viscous resistance theory (MEVD) was used to determine optimal parameters of the centrifugal pendulum vibration absorbers (TVA) for new shaft model. First, the original model presented by Luft will be solved. The results showed a good agreement. Then, these analytical method is used for torsional shaft model. The simulation results indicate that the effectiveness in torsional vibration reduction. The optimal parameters of TVA were then applied to reduce the shaft torsional vibration with consideration for the vibration duration and stability criterion. Optimal parameters include the ratio between natural frequency of TVA and shaft, the ratio of the viscous coefficient of absorbers.

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“…(3) Substitute Eq. (1-3) into Lagrangian equation form [4], the system equations of vibration can be derived as:…”

Section: Equations Of Torsional Vibrationmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

On a Method for Optimizing Design of Analyzing Torsional Vibration Absorber

Nguyen¹

2021

International Journal of Mechanical Engineering and Technology (Ijmet)

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“…The torsional damper is a countermeasure to isolate the torsional vibration from the engine to transmission, in order to reduce rattle noise and improve the driving quality (Idehara et al, 2018; Swank and Lindemann, 2011). The torsional damper can be categorized into a single-mass flywheel (SMF) and a dual-mass flywheel (DMFW) depending on the arrangement of the flywheel and spring damper (Long et al, 2020).…”

Section: Introductionmentioning

confidence: 99%

“…Therefore, a centrifugal pendulum is generally installed on a flywheel, which features two structures that are combined with DMFW and SMF (Vitaliani et al, 2015). DMFW with CPVA can satisfy the requirements of almost all passenger car applications (Swank and Lindemann, 2011). However, DMFW has the disadvantages of high cost, slower response, and deteriorated noise, vibration, and harshness (NVH) behavior of engine accessories owing to the lower inertia of the primary flywheel.…”

Section: Introductionmentioning

confidence: 99%

Feasibility study of single-mass flywheels with centrifugal pendulum vibration absorbers in vehicles with dual-clutch transmissions

Shi

Rao

et al. 2022

Journal of Vibration and Control

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Dual-clutch transmissions (DCTs) are very sensitive to torsional vibration and easily produce rattle noise if a single-mass flywheel (SMF) with a conventional torsional damper or a dual-mass flywheel (DMFW) is used in the vehicle. Only a DMFW combined with a centrifugal pendulum vibration absorber (CPVA) can eliminate rattle problem; however, this solution is expensive. Alternatively, a SMF with a CPVA is proposed to eliminate the DCT rattle issue, which could be a feasible and cost-effective solution free of side effects introduced by DMFWs. The vibration absorption principle of different types of pendulums and the rotor dynamic model are investigated to study the feasibility of a SMF with CPVA in a DCT vehicle. A seven-degree-of-freedom nonlinear lumped torsional vibration model is proposed to evaluate the torsional vibration attenuation performance of different configurations of torsional dampers and CPVAs. As per the model calculation results, the bifilar pendulum features the best attenuation performance compared with the circular and cycloid pendulums. The effect of pendulum parameters on attenuation is studied, and the optimized values are obtained. The SMF and optimized bifilar CPVA combination can satisfy the no-rattle requirements in vehicle relative to the DCT in-vehicle no-rattle threshold. A vehicle assessment on roads using physical pendulum prototypes indicates that the SMF with CPVA can be used as an alternative, cost-effective solution for DCTs, instead of the expensive DMFW with CPVA solution.

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“…Passive vibration control devices commonly used in vehicle drivetrains include torque converters, dual-mass flywheels (DMFs), centrifugal pendulum absorbers (CPAs), and torsional vibration absorbers (TVAs) (Meingaßner et al, 2014; Swank and Lindemann, 2011). DMF and torque converters coupled with CPAs have been shown to be highly effective in isolating the drivetrain at frequencies higher than their own respective damper mode and when the CPA (Albright et al, 1994; Haddow and Shaw, 2003; Kooy, 2014; Sarazin, 1937) is adequately tuned to the internal combustion engine’s firing orders.…”

Section: Introductionmentioning

confidence: 99%

Design and test of a torsional vibration absorber in series with a planetary gearset

Jurmu

Robinette

Blough

et al. 2020

Journal of Vibration and Control

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Traditional vibration absorbers have not often been a practical solution for attenuating low frequency drivetrain modes of vibration because of the combination of the large mass and inertia and/or low stiffness, required to tune to the desired frequency. With the goal of reducing the inertia and size of a torsional vibration absorber, a unique vibration absorber was developed. Using a planetary gearset, the effective inertia of the absorber was increased without changing its physical mass, and a torsional mode below 30 Hz was successfully attenuated with physically realizable inertia and stiffness parameters. By reducing the tuned mass, the total volume claimed by the vibration absorber and planetary gearset was up to three times less than an equivalent traditional vibration absorber. A lumped parameter torsional model was developed to determine the optimal configuration of the planetary gearset input, output, and absorber inertia as well as a method to predict the optimal tuning frequency of the planetary torsional vibration absorber. A drivetrain dynamometer setup which emulates a two-degree-of-freedom torsional system was used to experimentally test and validate the performance of two planetary torsional vibration absorber prototypes built based upon the results of the lumped parameter model. The dynamometer setup was designed to have a first torsional mode around 20 Hz in which the planetary torsional vibration absorber was designed to attenuate. Based upon the experimental results of the planetary torsional vibration absorber, a reduction of over 20 dB was achieved.

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Dynamic Absorbers for Modern Powertrains

Cited by 20 publications

References 0 publications

On a Method for Optimizing Design of Analyzing Torsional Vibration Absorber

On a Method for Optimizing Design of Analyzing Torsional Vibration Absorber

Feasibility study of single-mass flywheels with centrifugal pendulum vibration absorbers in vehicles with dual-clutch transmissions

Design and test of a torsional vibration absorber in series with a planetary gearset

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