Regression-Based Assessment of Shafting Torsional Vibration Key Responses

2010 ◽  
Vol 47 (01) ◽  
pp. 65-73
Author(s):  
Gojko Magazinovic
Keyword(s):  
Natural Frequency ◽  
Torsional Vibration ◽  
Design Space ◽  
Statistical Evaluation ◽  
Preliminary Design ◽  
Test Set ◽  
Space Design ◽  
The Mean ◽  
Relative Errors ◽  
Good Agreement

A novel procedure for the assessment of propulsion shafting torsional vibration key responses is proposed in this paper. The procedure is based on the response surface methodology applied to a set of system responses compiled over a selected design space. Design space of 1250 design points comprising the shafting stiffness, propeller, turning wheel, and tuning wheel mass moments of inertia coordinates has been employed to build the first torsional natural frequency, crankshaft peak vibration torque, and shafting peak vibration torque quadratic polynomial approximations. Statistical evaluation performed on a full test set of 2500 design points showed that the mean relative errors of 0.14% for natural frequency, 2.93% for crankshaft peak vibration torque, and 0.41% for shafting peak vibration torque were achieved. Good agreement between the assessed and actual torsional responses stresses the importance and utility of the proposed metamodels for the propulsion shafting preliminary design purposes. An example application based on the 114,000 dwt tanker propulsion shafting is also provided.

Computer Method for Forced Torsional Vibration of Propulsive Shafting System of Marine Engine With or Without Damping

1982 ◽  
Vol 26 (03) ◽  
pp. 176-189
Author(s):  
Jong-Shyong Wu ◽  
Wen-Hsiang Chen
Keyword(s):  
Torsional Vibration ◽  
Natural Frequencies ◽  
Computer Programs ◽  
Computer Method ◽  
Mode Shapes ◽  
Torsional Vibrations ◽  
Preliminary Design ◽  
Slide Rule ◽  
Output Data ◽  
The Mean

In the preliminary design of a propulsive shafting system, the additional (vibratory) stress due to torsional vibration is one of the important factors that must be considered in addition to the mean stress induced by the steady torque. In this paper, existing information concerning shaft design is reviewed; procedures formerly performed by slide rule, diagrams, and tabulations are formulated; and, based on the induced formulas, computer programs are developed. For an engine either two cycle or four cycle, single cylinder or multicylinder, and for a shafting system either undamped or damped (inner or outer or both inner and outer), it is required only to change the input data to obtain the desired data for various order numbers of torsional vibrations due to various firing orders of the cylinders. The output data include the natural frequencies and the corresponding mode shapes of the torsional vibrations, the amplitudes of twisting angles, and the vibratory stresses of the shafts. The reliability of the induced formulas and the developed computer programs has been confirmed by agreement between the computer output and existing information.

Actual Design Space Methodology for Preliminary Design Analysis of Switched Reluctance Machines

2021 ◽  
Vol 57 (1) ◽  
pp. 397-408
Author(s):  
Roberto Rocca ◽  
Fabio Giulii Capponi ◽  
Giulio De Donato ◽  
Savvas Papadopoulos ◽  
Federico Caricchi ◽  
...  
Keyword(s):  
Design Space ◽  
Design Analysis ◽  
Preliminary Design ◽  
Switched Reluctance ◽  
Switched Reluctance Machines ◽  
Actual Design

Investigating the vibrational behaviour of a rotating two-blade propeller by using a self-tracking method

2018 ◽  
Vol 233 (3) ◽  
pp. 835-847 ◽  
Author(s):  
Mohammad-Reza Ashory ◽  
Farhad Talebi ◽  
Heydar R Ghadikolaei ◽  
Morad Karimpour
Keyword(s):  
Natural Frequency ◽  
Measurement Errors ◽  
Mode Shapes ◽  
Model Parameters ◽  
Test Results ◽  
Modal Assurance Criterion ◽  
Tracking Method ◽  
Strong Resemblance ◽  
Test Scenarios ◽  
Good Agreement

This study investigated the vibrational behaviour of a rotating two-blade propeller at different rotational speeds by using self-tracking laser Doppler vibrometry. Given that a self-tracking method necessitates the accurate adjustment of test setups to reduce measurement errors, a test table with sufficient rigidity was designed and built to enable the adjustment and repair of test components. The results of the self-tracking test on the rotating propeller indicated an increase in natural frequency and a decrease in the amplitude of normalized mode shapes as rotational speed increases. To assess the test results, a numerical model created in ABAQUS was used. The model parameters were tuned in such a way that the natural frequency and associated mode shapes were in good agreement with those derived using a hammer test on a stationary propeller. The mode shapes obtained from the hammer test and the numerical (ABAQUS) modelling were compared using the modal assurance criterion. The examination indicated a strong resemblance between the hammer test results and the numerical findings. Hence, the model can be employed to determine the other mechanical properties of two-blade propellers in test scenarios.

Computational Investigation of Different Turbulent Models When Predicting Airflow in an Enclosure

2008 ◽  
Author(s):  
Xi Wang ◽  
Hassan Naji ◽  
Ahmed Mezrhab
Keyword(s):  
Numerical Investigation ◽  
Turbulence Models ◽  
Turbulent Stress ◽  
Computational Investigation ◽  
Isothermal Case ◽  
The Mean ◽  
Turbulent Models ◽  
Rsm Model ◽  
Cold Case ◽  
Good Agreement

In the present study, a numerical investigation is carried out for an isothermal case, a hot case and a cold case with FLUENT code. Three turbulence models are considered: the k-ε realisable model, the RNG k-ε model and the RSM linear model. The obtained results are compared to experiments and show generally a good agreement for the mean velocities and temperatures, but less satisfactory for the turbulent stress. The performance of the RSM model is remarkable. Even if none of the models is able to give the exact experimental pattern on the map of turbulence, the RSM model seems able to predict such configuration.

Investigation of Sensitivity Effect Based on Mass and Stiffness Modification in Automobile Crankshaft

2015 ◽  
Vol 752-753 ◽  
pp. 839-844
Author(s):  
R.M.S. Zetty ◽  
B.A. Aminudin ◽  
L.M. Aung ◽  
M.K. Khalid ◽  
H.M.Y. Norfazrina ◽  
...  
Keyword(s):  
Sensitivity Analysis ◽  
Natural Frequency ◽  
Dynamic Characteristics ◽  
Differential Analysis ◽  
Partial Differential ◽  
Mechanical Parts ◽  
Stiffness Reduction ◽  
Experiment And Simulation ◽  
Good Agreement

A modeling through sensitivity analysis is one of the promising methods to investigate the dynamic characteristics of complex mechanical parts. This study aimed to investigate the effect of sensitivity based on mass and stiffness modification in automobile crankshaft as a function of natural frequency. Verification for the crankshaft model that is used in the experiment and simulation was done and both results showed good agreement and small errors percentage. The modification was also done by reducing the different percentage of crankshaft’s mass and stiffness. Partial differential analysis was used in the sensitivity analysis in order to figure out the natural frequency after every set of modification. According to the results, we also found that there were changes of sensitivity value by changes in mass value but the stiffness value remains unchanged. However, there is no significant effect of stiffness reduction on vibration was found in this research.

Modeling of nonlinear torsional vibration of the automotive powertrain

2016 ◽  
Vol 24 (9) ◽  
pp. 1774-1786 ◽  
Author(s):  
Sérgio J Idehara ◽  
Fernando L Flach ◽  
Douglas Lemes
Keyword(s):  
Natural Frequency ◽  
Torsional Vibration ◽  
Degrees Of Freedom ◽  
Front Wheel ◽  
Torsional Stiffness ◽  
Bench Test ◽  
Passenger Car ◽  
Engine Torque ◽  
Friction Moment ◽  
Wheel Drive

A vibration model of the powertrain can be used to predict its dynamic behavior when excited by fluctuations in the engine torque and speed. The torsional vibration resulting from torque and speed fluctuations increases the rattle noise in the gearbox and it should be controlled or minimized in order to gain acceptance by clients and manufactures. The fact that the proprieties of the torsional damper integrated into the clutch disc alter the dynamic characteristic of the system is important in the automotive industry for design purposes. In this study, bench test results for the characteristics of a torsional damper for a clutch system (torsional stiffness and friction moment) and powertrain torsional vibration measurements taken in a passenger car were used to verify and calibrate the model. The adjusted model estimates the driveline natural frequency and the time response vibration. The analysis uses order tracking signal processing to isolate the response from the engine excitation (second-order). It is shown that a decrease in the stiffness of the clutch disc torsional damper lowers the natural frequency and an increase in the friction moment reduces the peak amplitude of the gearbox torsional vibration. The formulation and model adjustment showed that a nonlinear model with three degrees of freedom can represent satisfactorily the powertrain dynamics of a front-wheel drive passenger car.

Analysis of a Natural Frequency Tracking System for MEMS Fatigue Testing

2001 ◽  
Author(s):  
Xiaotian Sun ◽  
Roberto Horowitz ◽  
Kyriakos Komvopoulos
Keyword(s):  
Control System ◽  
Natural Frequency ◽  
Averaging Method ◽  
Fatigue Testing ◽  
Tracking System ◽  
Frequency Tracking ◽  
At Resonance ◽  
Mems Resonator ◽  
Control Gain ◽  
Good Agreement

Abstract A nonlinear control system that can track the natural frequency of a MEMS resonator was developed in this study. Due to the evolution of fatigue damage, the natural frequency of the resonator decreases. To maintain the device at resonance, a phase-locked loop system is used to track the frequency decay and adjust the driving force accordingly. A model for the control system is introduced and the system behavior is analyzed using an averaging method. A quantitative criterion for selecting the control gain to achieve stability is derived from the analysis. Simulation results are shown to be in good agreement with the prediction of the theoretical analysis.

Respiratory Exchange and Body Size in the Aldabra Giant Tortoise

1971 ◽  
Vol 55 (3) ◽  
pp. 651-665 ◽  
Author(s):  
G. M. HUGHES ◽  
R. GAYMER ◽  
MARGARET MOORE ◽  
A. J. WOAKES
Keyword(s):  
Body Weight ◽  
Body Size ◽  
Metabolic Rate ◽  
Relative Proportion ◽  
The Body ◽  
O2 Consumption ◽  
Weight Range ◽  
Testudo Hermanni ◽  
The Mean ◽  
Good Agreement

1. The O2 consumption and CO2 release of nine giant tortoises Testudo gigantea (weight range 118 g-35·5 kg) were measured at a temperature of about 25·5°C. Four European tortoises Testudo hermanni (weight range 640 g-2·16 kg) were also used. The mean RQ values obtained were 1·01 for T. gigantea and 0·97 for T. hermanni. These values were not influenced by activity or size. 2. The data was analysed by plotting log/log regression lines relating body weight to O2 consumption. Both maximum and minimum metabolic rates recorded for each individual T. gigantea showed a negative correlation with body weight. For active rates the relation was O2 consumption = 140·8W0·97, whereas for inactive animals O2 consumption = 45·47W0·82. 3. The maximum rates were obtained from animals that were observed to be active in the respirometer and the minimum rates from animals that remained quiet throughout. The scope for activity increased with body size, being 82 ml/kg/h for animals of 100 g and 103 ml/kg/h for 100 kg animals. The corresponding ratio between maximum and minimum rates increases from about 2 to 6 for the same weight range. 4. Values for metabolic rate in T. hermanni seem to be rather lower than in T. gigantea. Analysis of the relative proportion of the shell and other organs indicates that the shell forms about 31% of the body weight in adult T. hermanni but only about 18% in T. gigantea of similar size. The shell is not appreciably heavier in adult T. gigantea (about 20%). 5. Data obtained for inactive animals is in good agreement with results of other workers using lizards and snakes. Previous evidence suggesting that chelonians show no reduction in metabolic rate with increasing size is not considered to conflict with data obtained in the present work.

Comparison of Piston Concept Design Solutions for Composite Cycle Engines Part II: Design Considerations

2021 ◽  
Author(s):  
Dimitrios Chatzianagnostou ◽  
Stephan Staudacher
Keyword(s):  
Gas Turbine ◽  
Design Space ◽  
Piston Compressor ◽  
Design System ◽  
Surface Load ◽  
Preliminary Design ◽  
Concept Design ◽  
Piston Engine ◽  
Engine Design ◽  
Cylinder Piston

Abstract Hecto pressure composite cycle engines with piston engines and piston compressors are potential alternatives to advanced gas turbine engines. The nondimensional groups limiting their design have been introduced and generally discussed in Part I [1]. Further discussion shows, that the ratio of effective power to piston surface characterizes the piston thermal surface load capability. The piston design and the piston cooling technology level limit its range of values. Reynolds number and the required ratio of advective to diffusive material transport limit the stroke-to-bore ratio. Torsional frequency sets a limit to crankshaft length and hence cylinder number. A rule based preliminary design system for composite cycle engines is presented. Its piston engine design part is validated against data of existing piston engines. It is used to explore the design space of piston components. The piston engine design space is limited by mechanical feasibility and the crankshaft overlap resulting in a minimum stroke-to-bore ratio. An empirical limitation on stroke-to-bore ratio is based on existing piston engine designs. It limits the design space further. Piston compressor design does not limit the piston engine design but is strongly linked to it. The preliminary design system is applied to a composite cycle engines of 22MW take-off shaft power, flying a 1000km mission. It features three 12-cylinder piston engines and three 20-cylinder piston compressors. Its specific fuel consumption and mission fuel burn are compared to an intercooled gas turbine with pressure gain combustion of similar technology readiness.

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