A Physically Consistent Model for Forced Torsional Vibrations of Automotive Driveshafts

The aim of this research was to design a physically consistent model for the forced torsional vibrations of automotive driveshafts that considered aspects of the following phenomena: excitation due to the transmission of the combustion engine through the gearbox, excitation due to the road geometry, the quasi-isometry of the automotive driveshaft, the effect of nonuniformity of the inertial moment with respect to the longitudinal axis of the tulip–tripod joint and of the bowl–balls–inner race joint, the torsional rigidity, and the torsional damping of each joint. To resolve the equations of motion describing the forced torsional nonlinear parametric vibrations of automotive driveshafts, a variational approach that involves Hamilton’s principle was used, which considers the isometric nonuniformity, where it is known that the joints of automotive driveshafts are quasi-isometric in terms of the twist angle, even if, in general, they are considered CVJs (constant velocity joints). This effect realizes the link between the terms for the torsional vibrations between the elements of the driveshaft: tripode–tulip, midshaft, and bowl–balls–inner race joint elements. The induced torsional loads (as gearbox torsional moments that enter the driveshaft through the tulip axis) can be of harmonic type, while the reactive torsional loads (as reactive torsional moments that enter the driveshaft through the bowl axis) are impulsive. These effects induce the resulting nonlinear dynamic behavior. Also considered was the effect of nonuniformity on the axial moment of inertia of the tripod–tulip element as well as on the axial moment of inertia of the bowl–balls–inner race joint element, that vary with the twist angle of each element. This effect induces parametric dynamic behavior. Moreover, the torsional rigidity was taken into consideration, as was the torsional damping for each joint of the driveshaft: tripod–joint and bowl–balls–inner race joint. This approach was used to obtain a system of equations of nonlinear partial derivatives that describes the torsional vibrations of the driveshaft as nonlinear parametric dynamic behavior. This model was used to compute variation in the natural frequencies of torsion in the global tulip (a given imposed geometry) using the angle between the tulip–midshaft for an automotive driveshaft designed for heavy-duty SUVs as well as the characteristic amplitude frequency in the region of principal parametric resonance together the method of harmonic balance for the steady-state forced torsional nonlinear vibration of the driveshaft. This model of dynamic behavior for the driveshaft can be used during the early stages of design as well in predicting the durability of automotive driveshafts. In addition, it is important that this model be added in the design algorithm for predicting the comfort elements of the automotive environment to adequately account for this kind of dynamic behavior that induces excitations in the car structure.

Vibrational Control of a 2-Link Mechanism

This paper describes vibrational control and stability of a planar, horizontal 2-link mechanism using translational control of the base pivot. The system is a 3-DOF two-link mechanism that is subject to torsional damping, torsional stiffness, and is moving on a horizontal plane. The goal is to drive the averaged dynamics of the system to a desired configuration using a high-frequency, high-amplitude force applied at the base pivot. The desired configuration is achieved by applying an amplitude and angle of the input determined using the averaged dynamics of the system. We find the range of stable configurations that can be achieved by the system by changing the amplitude of the oscillations for a fixed input angle and oscillation frequency. The effects of varying the physical parameters on the achievable stable configurations are studied. Stability analysis of the system is performed using two methods: the averaged dynamics and averaged potential.

Flutter mitigation of a superlong-span suspension bridge with a double-deck truss girder through wind tunnel tests

As flutter is a very dangerous wind-induced vibration phenomenon, the mitigation and control of flutter are crucial for the design of long-span bridges. In the present study, via a large number of section model wind tunnel tests, the flutter performance of a superlong-span suspension bridge with a double-deck truss girder was studied, and a series of aerodynamic and structural measures were used to mitigate and control its flutter instability. The results show that soft flutter characterized by a lack of an evident divergent point occurred for the double-deck truss girder. Upper central stabilizers on the upper deck, lower stabilizers below the lower deck, and horizontal flaps installed beside the bottoms of the sidewalks are all effective in suppressing flutter for this kind of truss girder. By combining the structural design with aerodynamic optimizations, a redesigned truss girder with widened upper carriers and sidewalks, and double lower stabilizers combined with the inspection vehicle rails is identified as the optimal flutter mitigation scheme. It was also found that the critical flutter wind speed increases with the torsional damping ratio, indicating that the dampers may be efficient in controlling soft flutter characterized by single-degree-of-freedom torsional vibration. This study aims to provide a useful reference and guidance for the flutter design optimization of long-span bridges with double-deck truss girders.

Experimental Characterization of the Torsional Damping in CFRP Disks by Impact Hammer Modal Testing

Composite materials are widely used for their peculiar combination of excellent structural, mechanical, and damping properties. This work presents an experimental study on the dissipation properties of disk-shaped composite specimens exploiting vibration tests. Two different polymer matrix composites with the same number of identical laminae, but characterized by different stacking sequences, namely unidirectional and quasi-isotropic configurations, have been evaluated. An ad-hoc steel structure was designed and developed to reproduce an in-plane torsional excitation on the specimen. The main idea of the proposed approach relies on deriving the damping properties of the disks by focusing on the modal damping of the overall vibrating structure and, in particular, using just the first in-plane torsional deformation mode. Experimental torsional damping evaluations were conducted by performing vibrational hammer excitation on the presented setup. Two methods were proposed and compared, both relying on a single-degree-of-freedom (SDOF) approximation of the measured frequency response function (FRF).

A Coordinated Dual-Channel Wide Area Damping Control Strategy for a Doubly-Fed Induction Generator Used for Suppressing Inter-Area Oscillation

Using a doubly-fed induction generator (DFIG), with an additional active or reactive damping controller, is a new method of suppressing the inter-area oscillation of a power system. However, using active power modulation (APM) may decrease the damping of the shaft oscillation mode of a DFIG and the system damping target cannot be achieved through reactive power modulation (RPM) in some cases. Either single APM or RPM does not consider system damping and torsional damping simultaneously. In this paper, an active-reactive coordinated dual-channel power modulation (DCPM) damping controller is proposed for DFIGs. First, considering the electromechanical parts and control structure of the wind turbine, an electromechanical transient model and an additional damping controller model of DFIGs are established. Then, the dynamic objective function for coordinating the parameters of the additional damping controller is proposed. The ratio between the active power channel and reactive power channel modulation is derived from the parameters optimized by the particle swarm optimization algorithm. Finally, the effectiveness and practicability of the designed strategy is verified by comparing it with a traditional, simple damping controller design strategy. Standard simulation system examples are used in the comparison. Results show that the DCPM is better at maximizing the damping control capability of the rotor-side controller of a DFIG and simultaneously minimizing adverse effects on torsional damping than the traditional strategy.

Surface Pressures Developed on an Airfoil Undergoing Heaving and Pitching Motion

The surface pressure distributions and flow patterns developed on and around a NACA 0012 airfoil undergoing heaving and pitching were investigated at Re = 3.6 × 104. Despite extensive investigations conducted by researchers elsewhere, the surface pressure measurements are, however, not readily available in the open archives, which are of importance not only in understanding the unsteady-airfoil boundary-layer flow but also for computational fluid dynamics (CFD) validation. Nevertheless, the results show that the behavior of the surface pressure distribution and the flow pattern of pure heaving closely resembled those of pure pitching. For combined heaving and pitching, the critical aerodynamic values (such as dynamic Cl,max, peak negative Cm, Cl-hysteresis and torsional damping) always exhibited a maximum value at phase shift ϕ = 0 deg. More interestingly, the ϕ = 180 deg phase shift produced a virtually unchanged surface pressure distribution over an entire combined motion cycle.