Torsional Vibrations of Gear Systems With Single and Dual Mass Flywheels Modelling and Analyses

ISTANBUL TECHNICAL UNIVERSITY  GRADUATE SCHOOL OF SCIENCE
ENGINEERING AND TECHNOLOGY
TORSIONAL VIBRATIONS OF GEAR SYSTEMS WITH SINGLE AND DUAL

MASS FLYWHEELS: MODELLING AND ANALYSES
M.Sc. THESIS
Yusuf SAYGILI
Department of Mechanical Engineering
Machine Dynamics, Vibration and Acoustics Programme
MAY 2018
ISTANBUL TECHNICAL UNIVERSITY  GRADUATE SCHOOL OF SCIENCE
ENGINEERING AND TECHNOLOGY
TORSIONAL VIBRATIONS OF GEAR SYSTEMS WITH SINGLE AND DUAL

MASS FLYWHEELS: MODELLING AND ANALYSES
M.Sc. THESIS
Yusuf SAYGILI
(503151413)
Department of Mechanical Engineering
Machine Dynamics, Vibration and Acoustics Programme
Thesis Advisor: Prof. Dr. Kenan Yüce ŞANLITÜRK
MAY 2018
ISTANBUL TEKNİK ÜNİVERSİTESİ  FEN BİLİMLERİ ENSTİTÜSÜ
TEK VE ÇİFT KÜTLELİ VOLAN İÇEREN DİŞLİ SİSTEMLERİNİN

MODELLENMESİ VE ANALİZİ
YÜKSEK LİSANS TEZİ
Yusuf SAYGILI
(503151413)
Makina Mühendisliği Anabilim Dalı
Makina Dinamiği, Titreşim ve Akustiği Programı
Tez Danışmanı: Prof. Dr. Kenan Yüce ŞANLITÜRK
MAYIS 2018
Yusuf Saygılı, a M.Sc. student of ITU Graduate School of Science Engineering and
Technology student ID 503151413, successfully defended the thesis entitled
“TORSIONAL VIBRATIONS OF GEAR SYSTEMS WITH SINGLE AND DUAL
MASS FLYWHEELS: MODELLING AND ANALYSES”, which he prepared after
fulfilling the requirements specified in the associated legislations, before the jury
whose signatures are below.
Thesis Advisor: Prof. Dr. Kenan Yüce ŞANLITÜRK ..............................

İstanbul Technical University
Jury Members: Assoc. Prof. Dr. Erdinç ALTUĞ .............................

Istanbul Technical University
Assoc. Prof. Dr. Hasan KÖRÜK ..............................

MEF University
Date of Submission : 02 May 2018

Date of Defense : 29 May 2018
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To my family,
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FOREWORD
Firstly, I would like to send my utmost gratitude to my thesis supervisor, Prof. Dr.
Kenan Yüce ŞANLITÜRK, for his precious time, encouragement and patience
through the thesis. The completion of this thesis would not be possible without his
invaluable help and guidance.
Secondly, I would like to express my gratitude to Assoc. Prof. Dr. Erdinç Altuğ for
allowing me to use the laboratory computer for some of the analyses. Also, I would
like to send my thanks to my friend and colleague, Deniz BİLGİLİ, for his support and
sharing his technical knowledge during the thesis.
Also, I would like to thank my professors and friends in Machine Dynamics, Vibration
and Acoustics Department of ITU for the friendly work environment they created.
Finally, I would like to thank my family for their unconditional love, support and
endless faith in me at every stage of my life.
May 2018 Yusuf SAYGILI

(Mechanical Engineer)
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TABLE OF CONTENTS
Page
FOREWORD ............................................................................................................. ix
TABLE OF CONTENTS .......................................................................................... xi
ABBREVIATIONS ................................................................................................. xiii
SYMBOLS ................................................................................................................ xv
LIST OF TABLES ................................................................................................. xvii
LIST OF FIGURES ................................................................................................ xix
SUMMARY ........................................................................................................... xxiii
ÖZET .............................................................................................................. xxv
INTRODUCTION .................................................................................................. 1
Problem ...........................................................................................................1
Literature Survey .............................................................................................1
1.2.1 Transmission error and mesh stiffness ......................................................1
1.2.2 Gear dynamic models ...............................................................................6
1.2.3 Condition monitoring techniques used in gearbox fault detection............ 15
Objectives and Outline of Thesis ...................................................................19
THEORY .............................................................................................................. 21
Main Factors Affecting Gear Noise and Vibration Levels .............................. 21
Transmission Error ........................................................................................ 21
Mesh Stiffness ............................................................................................... 23
2.3.1 Calculation procedure of mesh stiffness .................................................. 25
Backlash........................................................................................................ 29
Vibration Isolation......................................................................................... 30
LINEAR ANALYSIS OF GEAR ROTOR SYSTEMS .................................... 33
Modelling and Analyses of One Stage Spur Gear with Single Mass Flywheel 33
3.1.1 Natural frequencies and mode shapes ..................................................... 35
3.1.2 Frequency response functions .................................................................38
Modelling and Analyses of One Stage Spur Gear with Dual Mass Flywheel ..40
3.2.3 Comparison of results of dynamic models with SMF and DMF .............. 45
Modelling and Analyses of One Stage Spur Gear with Dual Mass Flywheel at
Only Output Side .......................................................................................... 46
Modelling and Analyses of One Stage Spur Gear with Dual Mass Flywheel at
The Both Input and Output Side ....................................................................49
Transmissibility Results of Linear Geared System with DMFs ...................... 53
NONLINEAR ANALYSIS OF GEAR ROTOR SYSTEMS............................ 57
Single Degree of Freedom Model for a Gear Pair .......................................... 57
Modelling and Analysis of Gear Impact Phenomena ......................................61
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4.2.1 Validation of the solution method for gear-rotor systems........................ 64
Effects of Mesh Stiffness on Dynamics of Multi Degree of Freedom Geared
Systems ........................................................................................................ 67
Nonlinear Analysis of GRSYS Including SMF and DMF .............................. 74
4.4.1 Modelling and analysis of GRSYS with SMF ........................................ 74
4.4.2 Modelling and analysis of GRSYS with DMF ........................................ 78
4.4.3 Comparisons of the dynamic of GRSYS’s with SMF and DMF.............. 81
4.4.4 Transmissibility of nonlinear GRSYS .................................................... 84
Investigation of Gear System with Flywheels in Adams ................................ 88
4.5.1 Adams model and validation with previous results ................................. 89
4.5.2 Modelling of gear rotor system with single and dual mass flywheels ...... 91
CONCLUSIONS AND RECOMMENDATIONS ............................................. 93
Conclusions .................................................................................................. 93
Future Recommendations .............................................................................. 94
REFERENCES ......................................................................................................... 97
CURRICULUM VITAE ........................................................................................ 105
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ABBREVIATIONS
DMF : Dual Mass Flywheel

SMF : Single Mass Flywheel
RMS : Root Mean Square
GRSYS : Gear Rotor System
TE : Transmission Error
DOF : Degree of Freedom
SDOF : Single Degree of Freedom
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SYMBOLS
J : Mass Moment of Inertia

θ : Angular Position of Mass
k : Torsional Stiffness
𝒌𝒎 : Mesh Stiffness
T : Torque
f : Natural Frequency
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LIST OF TABLES
Page
Table 3.1 : Parameters of the system with SMF. ................................................. 35

Table 3.2 : Natural frequencies of the system with SMF. ...................................36
Table 3.3 : Modal damping ratios. ....................................................................... 38
Table 3.4 : The effect of the change of stiffness of DMF on natural frequencies.
........................................................................................................... 42
Table 3.5 : Natural frequencies of the system with DMF at output side. ................. 47
Table 3.6 : Natural frequencies of system with DMF at both output and input side. 51
Table 4.1 : Simulation parameters given in Ref. [87]. ............................................. 64
Table 4.2 : Parameters of four degree of freedom model [79]. ................................ 69
Table 4.3 : Levels of reduction in mesh stiffness. .................................................. 70
Table 4.4 : Parameters of nonlinear GRSYS model with SMF. ............................... 76
Table 4.5 : Various size of backlash. ......................................................................81
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LIST OF FIGURES
Page
Figure 1.1 : Gear tooth models [4]. ..........................................................................2

Figure 1.2 : Idler gear model [21]. ...........................................................................4
Figure 1.3 : Different configurations of tip modifications [3]. ................................5
Figure 1.4 : Single degree of freedom model [33]. ...................................................7
Figure 1.5 : Gear mesh stiffness as: 1-healty tooth, 2-one tooth breakage, 3-one teeth
breakage, 4-randomized in distance, 5- regular in distance but with
randomized amplitude [39]. ..................................................................9
Figure 1.6 : Mathematical model used in [44,45]. .................................................. 11
Figure 1.7 : Spur gear model used in [46]............................................................... 12
Figure 1.8 : Six degree of freedom model [47]. ...................................................... 13
Figure 1.9 : Transmission model used in [51]. ........................................................ 14
Figure 1.10 : Linearized transmission model used in [53]. ......................................15
Figure 1.11 : 16 degree of freedom model [57]. ..................................................... 17
Figure 2.1 : Schematic representation of transmission error [70]. ........................... 22
Figure 2.2 : a) T.E, b) Spectrum of T.E [70]. .......................................................... 23
Figure 2.3 : Types of transmission error [24].......................................................... 23
Figure 2.4 : Periodic form of gear mesh stiffness [14]. ........................................... 24
Figure 2.5 : Fourier transformation of gear mesh stiffness [77]. ............................. 24
Figure 2.6 : Deformation of tooth under load [14]. ................................................. 25
Figure 2.7 : Beam model for single tooth [7]. ......................................................... 27
Figure 2.8 : Details for fillet foundation stiffness [80]. ........................................... 29
Figure 2.9 : Schematic representation of backlash. ................................................. 30
Figure 2.10 : (a) Base excitation of mass, (b) Graph of transmissibility function [82].
........................................................................................................... 31
Figure 2.11 : Assembly of dual mass flywheel [52]. ............................................... 31
Figure 2.12 : Comparison of input torque and output torque of transmission system
with single mass flywheel and dual mass flywheel [52]. ..................... 32
Figure 3.1 : One stage gear rotor system with SMF. ............................................... 33
Figure 3.2 : Four mode shapes of geared system with SMF. ...................................37
Figure 3.3 : Receptance FRFs for varying excitation coordinate. (a) Response from
the group of the crankshaft and SMF, (b) Response from Pinion. ........ 38
Figure 3.4 : Receptance FRFs (a) Response from Gear, (b) Response from Load. ..39
Figure 3.5 : Inertance type of FRFs for varying excitation coordinate (a) Response
from the group of the crankshaft and SMF, (b) Response from Pinion.
........................................................................................................... 39
from Gear, (b) Response from Load. .................................................. 40
Figure 3.7 : Inertance type of FRFs (All Together). ................................................ 40
Figure 3.8 : One stage gear system with DMF. ....................................................... 41
Figure 3.9 : Effect of the stiffness of DMF on the amplitude of FRFs. .................... 43
Figure 3.10 : Mode shapes of geared system with DMF. ........................................ 44
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Figure 3.11 : FRFs of 𝛼𝑛1 for varying response locations, (1 : First Mass of DMF
and crankshaft (DMF1), 2 : Second Mass of DMF (DMF2), 3 : Pinion,
4 : Gear, 5 : Load). ............................................................................. 45
Figure 3.12 : FRFs of 𝛼51 and 𝛼41 of systems with DMF and SMF. ................... 45
Figure 3.13 : One stage gear system with DMF at output side. ............................... 46
Figure 3.14 : Effect of stiffness of dual mass flywheel on the FRFs at output side. 47
Figure 3.15 : Mode shapes of system with DMF at output side. ............................. 48
Figure 3.16 : Frequency response functions, (Response from varying locations and
excitation from crankshaft)................................................................. 49
Figure 3.17 : Comparison of FRFs of SMF, DMF at input and output side. ............ 49
Figure 3.18 : Configuration of DMF on both input and output side. ....................... 50
Figure 3.19 : Mode shapes of system with DMF at input and output side. .............. 51
Figure 3.20 : FRFs for varying excitation locations................................................ 52
Figure 3.21 : Comparison of FRFs of DMF and SMF. ........................................... 52
Figure 3.22 : Comparison of FRFs of DMFs and SMF. .......................................... 53
Figure 3.23 : Transmissibility of the geared system with DMF at input side and
SMF. .................................................................................................. 54
Figure 3.24 : The effect of increasing the value of inertia of second mass of DMF on
transmissibility. .................................................................................. 54
Figure 3.25 : The effect of stiffness of DMF on the natural frequencies. ................ 55
Figure 3.26 : Transmissibility function of gear system with DMF at output side. ... 55
Figure 3.27 : Transmissibility function of gear system with DMF at output side and
input side. .......................................................................................... 56
Figure 4.1 : (a) A model of a gear pair, (b) Equivalent single degree of freedom
model [86]. ........................................................................................ 57
Figure 4.2 : Free-body diagram of sdof system. ..................................................... 58
Figure 4.3 : The graph of backlash function. .......................................................... 60
Figure 4.4 : Steady state time series for m  0.5 ,   0.05 ,   0.05 , f  0.1 [86].
0
.......................................................................................................... 61
Figure 4.5 : Model of the teeth contact................................................................... 62
Figure 4.6 : Comparison of the angular velocities of the pinions, (a) GRSYS
predictions, (b) Ref [87]. .................................................................... 65
Figure 4.7 : Comparison of the angular velocities of the gears, (a) GRSYS
Figure 4.8 : Comparison of angular velocities of pinions for constant torque case, (a)
GRSYS predictions, (b) Ref [87]. ....................................................... 66
Figure 4.9 : Comparison of transmission errors for constant torque case, (a) GRSYS
Figure 4.10 : Transmission error for sinusoidal torque case, (a) GRSYS predictions,
(b) Enlarged view............................................................................... 67
Figure 4.11 : Four degree of freedom gear model [79]. .......................................... 67
Figure 4.12 : Mesh stiffness of a gear pair with a cracked tooth (%30 reduction in
mesh stiffness). .................................................................................. 70
Figure 4.13 : Mesh stiffness through one shaft period. ........................................... 70
Figure 4.14 : Acceleration of gear 2 in y2 direction. .............................................. 71
Figure 4.15 : Enlarged view of acceleration of gear 2 in y2 direction. ................... 71
Figure 4.16 : Spectrum of accelerations of gear 2 in y2 direction, (a) %5, (b) %10,
(c) %20, (d) %50 reductions in mesh stiffness. ................................... 72
Figure 4.17 : Enlarged view of side bands (%40 reduction in mesh stiffness)......... 73
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Figure 4.18 : RMS and Kurtosis values of the accelerations of gear 2 for the cases in
Table 4.3. ........................................................................................... 73
Figure 4.19 : Nonlinear model of GRSYS with SMF. ............................................ 74
Figure 4.20 : Transmission error of GRSYS with SMF. ......................................... 76
Figure 4.21 : Enlarged view of TE with SMF. ........................................................ 77
Figure 4.22 : The angular velocity of the load at 1500 rpm (SMF). ........................ 77
Figure 4.23 : Nonlinear model of GRSYS with DMF. ............................................ 78
Figure 4.24 : Transmission error of GRSYS with DMF. ......................................... 79
Figure 4.25 : Enlarged view of transmission error of GRSYS with DMF. .............. 80
Figure 4.26 : The angular velocity of the load at 1500 rpm (DMF). ........................ 80
Figure 4.27 : Transmission error of GRSYS with SMF for various backlashes (a)
𝑏1 = 10 μm, (b) 𝑏2 = 25 μm, (c) 𝑏3 = 75 μm. ................................ 81
Figure 4.28 : Transmission error of GRSYS with SMF for various torque levels (a)
𝑇𝑜𝑢𝑡 = 0.1 Nm, (b) 𝑇𝑜𝑢𝑡 = 1Nm, (c) 𝑇𝑜𝑢𝑡 = 10 Nm, (d) 𝑇𝑜𝑢𝑡 =
50 Nm. ............................................................................................... 82
Figure 4.29 : Transmission error of GRSYS with DMF for various backlashes (a)
𝑏1 = 10 μm, (b) 𝑏2 = 25 μm, (c) 𝑏3 = 75 μm. ................................ 83
Figure 4.30 : Transmission error of GRSYS with DMF for various torque levels (a)
Tout  0.1 Nm , (b) Tout  0.5 Nm , (c) Tout  0.75 Nm , (d) Tout  0.9 Nm ,
(e) Tout 1 Nm . .................................................................................... 84
Figure 4.31 : Transmissibility results of GRSYS with DMF and SMF. ................... 86
Figure 4.32 : Enlarged view of transmissibility results. .......................................... 86
Figure 4.33 : Transmissibility RMS results of GRSYS with DMF and SMF........... 87
Figure 4.34 : Comparison of angular velocities of GRSYS with DMF and SMF. ...87
Figure 4.35 : Frequency spectrum of GRSYS, (a) with SMF, (b) DMF. ................. 88
Figure 4.36 : (a) Gear pair modelled in Adams, (b) Contact parameters of mesh
stiffness. ............................................................................................. 89
Figure 4.37 : Angular velocity of pinion (a) Gear pair in Adams, (b) Ref [87]. ....... 90
Figure 4.38 : Angular velocity of gear (a) Gear pair in Adams, (b) Ref [87]. .......... 90
Figure 4.39 : Angular velocity of Pinion (a) Gear pair in Adams, (b) Ref [87]
(Constant Load). ................................................................................. 90
Figure 4.40 : Angular velocity of Gear (a) Gear pair in Adams, (b) Ref [87]
(Constant Load). ................................................................................. 91
Figure 4.41 : Dual mass integrated gear rotor system. ............................................ 91
Figure 4.42 : Gear rotor system (a) with SMF, (b) with DMF. ............................... 92
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TORSIONAL VIBRATIONS OF GEAR SYSTEMS WITH SINGLE AND
DUAL MASS FLYWHEELS: MODELLING AND ANALYSES
SUMMARY
Nowadays, the expectation of comfort and performance from vehicles is at an

increasing level. One of the critical factors in vehicles which affects comfort and
performance is vibration and noise levels of the vehicle. Developments aiming to
reduce vibration and noise in vehicles lead to increased ride comfort and extended life
of mechanical components. Power transmission makes the most substantial
contribution to vehicle vibration and noise in automobiles.
Gear systems are crucial components in transmission of power and motion. Noise due
to gear systems is divided into two main types which are named gear whine and gear
rattle. Gear whine is caused by friction at the surfaces of the contacting teeth of a gear
pair. Gear rattle, which causes significantly more noise than gear whine, occurs due to
the backlash between contacting gears which is needed for proper assembly and
lubrication of the gear pair. Teeth of the gear pair find the ability to move back and
forth in the backlash and collide each other causing noise and vibration. One of the
major causes for gear rattle is the oscillating torque provided to the transmission by
the internal combustion engine. The oscillating torque of the internal combustion
engine, which is due to its design and nature, causes the contacting gears to move back
and forth with respect to each other and leads to gear rattle. Gear rattle is observed
especially in cases where a counter-torque is not present on the gear pair, which causes
increased levels of vibration and noise and thus, reduced ride comfort and transmission
component life.
A traditional flywheel is placed between the crankshaft and the transmission in order
to reduce vibrations and noise due to the internal combustion engine. The traditional
flywheel reduces the vibration transfer from the crankshaft to the transmission, though
only by a small amount. In today’s standards of comfort and performance, more
efficient methods are needed to reduce vibrations in vehicles.
The dual mass flywheel, which is modelled and analyzed in this thesis, offers a more
efficient method to reduce noise and vibration in vehicles. When the dual mass
flywheel is placed between the crankshaft and the transmission, torque oscillations
from the internal combustion engine, which causes gear rattle, are reduced. As a result
of reductions of torque oscillations, ride comfort, the life of transmission components
and transmission efficiency are increased.
The dual mass flywheel can be thought of as two traditional flywheels, which is also
referred to as single mass flywheels within this thesis, connected with a torsional
spring between them. This design is similar to the design of a typical vibration isolator.
The connecting torsional spring is selected so that vibrations above a certain frequency
are reduced.
The main purpose of this thesis is to demonstrate the effect of the dual mass flywheel
on reduction of vibration of gear systems. In this context, various gear system models
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are examined in order to explain gear dynamics. Firstly, the dual mass flywheel is
integrated into a linear gear system model and its efficiency is investigated.
Subsequently, a nonlinear gear system model is built to account for the collisions due
to backlash between the gears and the efficiency of the dual mass flywheel is
investigated in comparison with the efficiency of the single mass flywheel.
The first chapter of this thesis explains the vibration and noise problems observed in
gear systems. Then, a comprehensive literature survey is given and previous work on
the subject is examined in detail. At this point, the gear system models in the literature
are grouped and research on each group is investigated. Therefore, previous work on
the subject is considered to help and guide this thesis and possible future work. Lastly,
the work done in this thesis is briefly explained and the problems which are aimed to
be solved are defined.
The second chapter explains the necessary theory to understand the subjects related to
vibration and noise of gear systems and dynamics of gear systems. The definition and
the mathematical representation of transmission error is given. Additionally, the
mathematical procedure to calculate the contact stiffness in gear pair models is
presented. Backlash in gear pairs which is necessary for the gear pair to operate
without being locked up but also causes gear rattle is explained. Lastly, the working
principle of the dual mass flywheel is explained.
The third chapter introduces a linear gear system model to examine the efficiency of
the dual mass flywheel on gear systems based on linear analyses. The efficiency of the
dual mass flywheel is examined for its various configurations. Lastly, vibration
transmissibility graphs are presented for comparisons of aforementioned
configurations.
The fourth chapter introduces a nonlinear gear system model in order to demonstrate
the advantages of the dual mass flywheel on a more realistic and accurate model.
Firstly, existing nonlinear models are revisited and simulated. Secondly, the dual mass
flywheel model is integrated into the gear system model including backlash, and its
efficiency is examined and compared to the efficiency of the single mass flywheel in
the same model. For the purpose of comparison, transmissibility functions for a
nonlinear system are defined. First of the transmissibility functions is defined as the
ratio of the amplitude of the output signal to the amplitude of the input signal for at the
excitation frequency. Second of the transmissibility function is defined as the ratio of
the RMS value of the output signal to the RMS value of the oscillatory part of input
(excitation) signal. Finally, the gear rotor system with dual mass flywheel is modeled
in the Adams program and it is aimed to form a basis for more complex models for
future work.
In this thesis, it is found that if dual mass flywheel is added to the geared systems,
vibration isolation is achieved substantially compared to single mass flywheel
integrated system. Also, it is shown that there will be considerable reductions in impact
induced noise and vibration levels.
The final chapter gives a comparison of the results obtained from the linear and
nonlinear models. Suggestions for future work is also given.
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TEK VE ÇİFT KÜTLELİ VOLAN İÇEREN DİŞLİ SİSTEMLERİNİN
MODELLENMESİ VE ANALİZİ
ÖZET
Günümüzde taşıtlardan konfor ve verim açısından beklentiler artmaktadır. Taşıtlarda

konforu ve verimi etkileyen önemli unsurlardan biri titreşim ve gürültü seviyeleridir.
Bu sebeple uzun yıllardır titreşim ve gürültünün azaltılmasına yönelik çalışmalar
mühendisler tarafından sürdürülmektedir. Taşıtlarda titreşim ve gürültünün
azaltılmasına yönelik çalışmalar sayesinde hem sürüş konforu artmakta hem de
dinamik olarak çalışan elemanların ömürleri uzamaktadır. Ayrıca verimlilik
arttırılarak, atık gazların daha az salınımı sağlanmakta ve geleceğin çevre dostu
araçlarının gelişimine katkı sağlanmaktadır. Böylece günümüzün sıkı çevre koruma
standartlarının gerçekleştirilmesine de önemli bir katkı sağlanmaktadır. Taşıtlarda en
önemli gürültü ve titreşim kaynağını güç aktarma sistemi oluşturmaktadır.
Dişli sistemleri güç ve hareket iletiminde önemli yer oynamaktadır. Taşıtlardaki dişli
sistemi, motordan aldıkları gücü tekerlere iletmekte bu iletim boyunca ciddi gürültüler
ve titreşimler oluşmaktadır. Dişli sistemleri kaynaklı gürültüler ana olarak iki kısma
ayrılmaktadırlar. Bunlardan ilki dişli uğultusu olarak adlandırılan dişli yüzeylerinin
birbirine sürtmesi sonucu ortaya çıkan gürültü tipidir. Bununla beraber daha çok
gürültüye sebep olan ise dişli tıkırtısı olarak adlandırılan gürültü problemidir. Dişli
tıkırtısı dişlilerin sıkışmadan çalışabilmesi ve dişli yağlama koşullarının yerine
getirilebilmesi için dişler arasında bırakılan boşluk nedeni ile oluşmaktadır. Dişler bu
boşlukta ileri geri hareket ederek birbirlerine çarpmakta ve darbe kaynaklı gürültü ve
titreşimlere neden olmaktadır. Dişli tıkırtısını tetikleyen en önemli nedenlerden biri
içten yanmalı motorların, çalışma prensibi kaynaklı olarak, güç aktarma sistemine
dalgalı tork sağlamalarıdır. Bu durum güç aktarma sistemindeki dişlilerin ileri geri
hareket etmesine bu sebeple darbe kaynaklı titreşim ve gürültülere neden olmaktadır.
Özellikle karşı torkun olmadığı durumlarda ya da avare olarak dönen dişlilerde bu
durumda ciddi titreşim ve gürültülere sebebiyet vermektedir. Bu durum hem sürüş
konforunu düşürmekte hem de güç aktarma sisteminin ömrünü kısaltmaktadır.
İçten yanmalı motor kaynaklı titreşim ve gürültünün azaltılması için krank mili ile güç
aktarma sistemi arasında geleneksel volanlar kullanılmaktadır. Geleneksel volanlar
ataletleri sayesinde enerji depolayabilmektedir. Bu geleneksel volanlar az da olsa
titreşimlerin krank milinden güç aktarma sistemine aktarılmasına engel olmaktadır.
Ancak günümüz konfor ve verimlilik standartlarında taşıt titreşimlerinin
azaltılmasında kullanılmak üzere daha etkin çözüm yöntemleri kullanılması gereği
doğmuştur.
İşte bu noktada, bu tez kapsamında da modellemesi ve analizi yapılan çift kütleli
volanlar gürültü ve titreşimlerin azaltılmasında etkili bir yöntem olarak karşımıza
çıkmaktadır. Çift kütleli volan, krank mili ile güç aktarma sistemi arasına
yerleştirildiğinde, içten yanmalı motordan gelen ve güç aktarma sistemine iletildiğinde
dişli tıkırtısı problemine yol açan tork dalgalanmalarını izole etmektedir. Böylece
taşıtlardaki güç aktarma sistemi kaynaklı gürültüler büyük ölçüde azaltılarak konfor
xxv
sağlanmış olmaktadır. Bununla beraber, güç aktarma sisteminin parçalarının
yıpranmaları ve yorulmaları azaltılarak ömürleri ve verimleri artırılmaktadır.
Çift kütleli volan, tek kütleli olarak da adlandıracağımız geleneksel volanlardan
ikisinin, aralarına yerleştirilecek bir burulma yayı ile birleştirilmiş hali olarak
düşünülebilir. Bu prensip ile ciddi oranlarda titreşim yalıtımı yapılmaktadır. Titreşim
yalıtımında olduğu gibi, çift kütleli volanı oluşturmak için kullanılan burulma yayı
belirli bir frekansın üzerindeki titreşimlerin azaltılması sağlanacak şekilde seçilir.
Bu tezin ana amacı, çift kütleli volanın dişli sistemlerindeki titreşimlerin azaltılması
üzerindeki etkinliğini göstermektir. Bu kapsamda çeşitli dişli modelleri incelenerek
dişli dinamiği anlaşılmaya çalışılmıştır. İlk olarak çift kütleli volan lineer dişli
modelinde kullanılarak çift kütleli volanın etkinliği araştırılmıştır. Daha sonra ise
darbe kaynaklı titreşimleri görebilmek adına diş boşluğu modellenerek non lineer bir
dişli modeli üzerinden çift kütleli volanın geleneksel volan üzerindeki etkinliği
incelenmiştir.
Tezin ilk kısmında dişli sistemlerinde karşılaşılan titreşim ve gürültü problemlerinden
bahsedilmiştir. Sonrasında ise kapsamlı literatür taraması yapılarak daha önce yapılan
çalışmalar detaylıca incelenmiştir. Burada literatürdeki dişli modelleri
gruplandırılarak her bir grup için yapılan çalışmalar incelenmiştir. Böylece daha önce
yapılan çalışmalar ortaya koyularak hem bu tez için hem de bundan sonraki
çalışmalara ışık tutması hedeflenmiştir. Son olarak tezde yapılanlar kısaca açıklanmış
ve tezde çözülmesi hedeflenen problem tanımlanmıştır.
Tezin ikinci kısmında dişli sistemlerinde gürültü ve titreşime neden olan sebepleri
daha iyi anlamak adına teorik bilgiler verilmiştir. İlk olarak dişli sistemlerinde gürültü
ve titreşime neden olan temel faktörler açıklanmıştır. Sonrasında ise iletim hatasının
tanımlamaları yapılarak matematiksel olarak ifade edilmiştir. Ayrıca dinamik
modellerde kullanılacak kavrama direngenliğinin nasıl hesaplanacağı açıklanmıştır.
Dişlilerin sıkışmadan çalışabilmesi için bırakılan ancak darbe kaynaklı gürültünün
nedeni olan diş boşluğu açıklanmıştır. Son olarak titreşim azaltma yöntemi olarak
önerilen çift kütleli volanın çalışma prensibi açıklanmıştır.
Tezin üçüncü kısmında çift kütleli volanın dişli sistemleri üzerindeki etkinliğini
inceleyebilmek için lineer dişli sistemi modeli kurulmuştur. Dişli sisteminin burulma
titreşimleri incelenmiştir. Çift kütleli volanın çeşitli konfigürasyonları için etkinliği
incelenmiştir. Bu kapsamda çift kütleli volanın krank mili ile dişli çifti arasında olması,
dişli çifti ile yük arasında olması ve hem giriş tarafında hem de çıkış tarafında olması
durumunda etkinliği incelenmiştir. Bu farklı durumlar için dişli sistemlerinin doğal
frekansları hesaplanmış ve mod şekilleri elde edilmiştir. Bununla beraber, parametrik
analizlerde gerçekleştirilmiştir. Bu parametrik analizlerde, çift kütleli volanın
direngenlik değeri değiştirilerek frekans tepki fonksiyonları üzerindeki etkileri
incelenmiştir. Ayrıca çift kütleli volanın birinci ve ikinci kütlelerinin atalet oranları
değiştirilerek frekans tepki fonksiyonları üzerindeki etkileri incelenmiştir. Bu bölümde
son olarak titreşim geçirgenlik grafikleri oluşturularak yukarıda bahsedilen
konfigürasyonlar için kıyaslamalar yapılmıştır.
Tezin dördüncü kısmında non lineer dişli modeli oluşturularak çift kütleli volanın
etkisi daha gerçekçi bir model üzerinden incelenmeye çalışılmıştır. Dişlilerin
dinamiğinin iyi anlaşılması, önemli parametrelerin belirlenmesi bu bölümde yapılacak
çalışmalara ışık tutacak ve sonuçları yorumlamamıza yardımcı olacaktır. Bunun için
ilk olarak, literatürdeki non linear dişli dinamiği modelleri araştırılmış ve
simülasyonlar gerçekleştirilmiştir. Ayrıca, ileriki kısımlarda kullanacağımız dişli
xxvi
modelinin doğrulaması yapılmıştır. Bunun için, bu çalışmada kullanılan modelden
elde edilen sonuçlar ile literatürdeki referans aldığımız çalışmadan elde edilen
sonuçlar, literatürde kullanılan parametreler kullanılarak, karşılaştırılmıştır.
Sonuçların literatürdeki çalışma ile oldukça benzer olduğu gözlemlenmiştir.
Sonrasında diş boşluğu içeren dişli modeline çift kütleli volan eklenerek, geleneksel
volan kullanılması durumu ile arasındaki fark ortaya koyulmuştur. Bu amaçla non
linear sistem için geçirgenlik fonksiyonları tanımlanmıştır. Bu geçirgenlik
fonksiyonlarından biri, çıkışta elde edilen sinyal içinde tahrik frekansına sahip
harmoniğin genliği ile girişte sistemi tahrik eden sinyalin genliğinin oranı olarak
tanımlanmıştır. Diğer bir geçirgenlik fonksiyonu tanımı ise çıkışta elde edilen sinyalin
RMS değeri ile girişteki sinyalin sabit kısmı çıkarıldıktan sonraki RMS değerinin oranı
olarak tanımlanmıştır. Bu şekilde geçirgenlik fonksiyonlarının tanımlanmasının
nedeni, dişli sisteminin non linear olması ve lineer sistemlerdeki gibi bir geçirgenlik
fonksiyonunun tanımlanmasının mümkün olmamasıdır. Her iki durumda tanımlanan
geçirgenlik fonksiyonları için grafikler elde edilmiştir. Ayrıca, iletim hatası
incelenerek çeşitli parametrelerin değiştirilmesi sonucunda iletim hatasına etkileri
incelenmiştir. Diş boşluğu değeri değiştirilerek hem çift kütleli volan içeren model
hem de tek kütleli volan içeren modelin sonuçları incelenmiş ve kıyaslanmıştır.
Bununla beraber, karşı tork değeri değiştirilerek hem çift kütleli volan içeren modelin
hem de tek kütleli volan içeren modelin sonuçları karşılaştırılarak irdelenmiştir. Ayrıca
belli frekanslarda zaman sinyalleri incelenerek non linear sinyalin davranışı hem
frekans alanında hem de zaman alanında anlaşılmaya çalışılmıştır. Son olarak çift
kütleli volan eklenmiş dişli rotor sistemi, Adams programında modellenerek, çift
kütleli volanın etkinliği incelenmiş ve ileri de yapılabilecek daha karmaşık modellere
ışık tutulmuştur.
Tez kapsamında eğer dişli içeren bir sistemde sistemin girişinden uygulanan tork
dalgalanması mevcut ise, çift kütleli volan kullanıldığında dişli sisteminde oluşacak
titreşim değerlerinin azalacağı gösterilmiştir. Bununla beraber darbe kaynaklı gürültü
ve titreşim seviyelerinde oldukça düşüşler sağlanacağı gösterilmiştir.
Son olarak, sonuç kısmında lineer ve non linear modellerden elde edilen sonuçlar
yorumlanmıştır. Bununla beraber gelecekte yapılabilecek çalışmalardan
bahsedilmiştir.
xxvii
xxviii
INTRODUCTION
Problem
In recent years, comfort and efficiency are becoming more important parameters for
drivers and also vehicle manufacturers. In automotive industry, mechanical
transmission systems are the eminent part of the vehicle which cause the noise and
vibration, directly. Also, it is known that, one of the main source of vibration and noise
in vehicles is gear rattle which has founded from recent experimental works. However,
this phenomenon still keeps its importance for NVH (Noise Vibration and Harshness)
engineers. In this thesis, it is aimed to contribute to the reduction of noise and vibration
in transmission system.
Literature Survey
In this section, a myriad of researches in literature are investigated linked with

reducing the level of vibration and noise of transmission systems, which are precisely
close to our problem and also can enlighten many studies in future.
1.2.1 Transmission error and mesh stiffness
Transmission error (TE) is investigated and calculated in three ways in the literature.
Firstly, analytical models for calculating TE in which deformations are calculated by
using energy methods are investigated. Another way to determine transmission error
is numerical approaches such as finite element method. The third way, as one may
expect, is the experimental approach where TE is estimated using experimental data.
In some studies [1–3], gear mesh stiffness is treated as square wave or just calculated
for involute case and tooth modifications and profile errors are modelled using
transmission error as displacement excitations. In some other studies, profile errors
and modifications are considered in the step of calculation of gear mesh stiffness.
1
1.2.1.1 Analytical models
When calculating transmission error analytically, gear tooth is modelled as non-

uniform, elastic beam which is fixed from the root of the tooth to the gear body as
shown in Figure 1.1. Deformations along with line of action are determined by using
energy methods.
Figure 1.1 : Gear tooth models [4].
Cornell [5] calculated the deformations of healthy tooth analytically. Yang and Lin [6]
considered time-varying mesh stiffness as including tooth bending deflection, axial
compression deflection and Hertzian contact deflection via the so-called potential
energy method. It is shown that Hertzian stiffness can be treated as constant for teeth
because of the property of involute profile. Tian, improved this model (Yang’s model)
in [7] by adding shear deformations and recalculated gear mesh stiffness for both
healthy and faulty gears.
Many studies have been carried out in the literature to improve the models and for
better estimation of mesh stiffness. In [8,9], gear mesh stiffness of healthy tooth is
improved by taking into account the region between the root circle and the base circle.
The equation of involute profile curve and non-involute curve is expressed in Cartesian
coordinate system and used to calculate gear mesh stiffness analytically [10] . In some
recent studies [11,12], the deflection of gear body is taken into calculation of gear
mesh stiffness under some assumptions by using the method based on Ref. [13].
Some faults are modelled as the reduction of gear mesh stiffness in the literature [8]-
[9, 11-12]. It is stated that stiffness reduction causes impulses in the acceleration signal
of bearing which is calculated in the geared model in Ref. [14]. Cracks [8-13], pitting
and spalling [14,15] effect of friction forces are considered in the mesh stiffness
2
calculation. In Ref. [16], the effect of misalignment of gear pair is taken into account
on the calculation of mesh stiffness as considering torsional stiffness due to torsional
deformation. Gear tooth modifications and effect of torque on the gear mesh stiffness
and the loaded transmission error are taken into account for both high and normal
contact ratio gears in Ref. [17]. Extended tooth contact models are considered in Refs.
[18,19].
An optimization algorithm is developed to reduce mesh harmonics of frequency

spectrum of transmission error by using profile modifications at the design load in Ref.
[20]. Bending, axial and Hertzian contact deformation of teeth are considered in
transmission error analytically. Optimum tooth modifications are also calculated for
the gear which has tooth spacing errors. The effects of off-design loads are also
investigated. It is shown that increasing the load affects the optimization parameters
more than decreasing the load.
Parker and Liu [21] investigated the effect of tooth modification on the dynamics of
multi mesh idler gear system. Modelled multi mesh gear system can be seen in the
Figure 1.2. They proposed a dynamic model which is called time-varying mesh
stiffness model and compared their novel model with existed two dynamic models and
the results of dynamic analysis obtained by using finite element approach in their work.
In the proposed model, gear mesh stiffness is modelled by semi-static analysis using
finite element method for involute teeth. The effect of tooth modification is also
considered and modelled as gap between teeth. In the second model which is firstly
studied in [22], gear mesh stiffness is assumed to be constant and the excitation effect
of mesh stiffness and the tooth modification have been modelled as displacement
excitation by the help of static transmission error which is modelled by semi-static
analysis using finite element. In the third model [23], the time-varying mesh stiffness
is used as in the proposed model, but the effect of the tooth modification is modelled
as displacement excitation by the help of the unloaded static transmission error
calculated using finite element approach. Finally, proposed model is found to be
consistent with finite element dynamic solution in all range of speed for various torque
levels, and tooth surface modifications. It is also said that if the tooth separation occurs,
other two models fail to represent the system’s dynamics properly.
3
Figure 1.2 : Idler gear model [21].
1.2.1.2 Numerical models
Özgüven and Houser [22] developed two dynamic models and a computer program
that use the loaded static transmission error as input to the model to calculate dynamic
factor which is the ratio of dynamic mesh forces to static mesh force, dynamic
transmission error and dynamic tooth forces. In the first model, the change of mesh
stiffness according to the number of teeth in mesh is included, while in the second
model, the fixed mesh stiffness is used to simplify the model. In the second model,
however, the effect of the change of the mesh stiffness is included by means of using
the loaded static transmission error as input. It is stated that if only the dynamic factor
and the dynamic loads in the teeth are to be calculated, it is possible to facilitate the
dynamic solution by using the simplified gear model.
Parker and et al. [1] suggested a new method to investigate the dynamic response of
gears by using finite element contact mechanics. Contacting surfaces of teeth are
modelled using semi-analytical contact mechanics at the vicinity of contact and
deformations away from the teeth are modelled using finite element model. So, in
contrast to conventional finite element models, this approach does not require mesh
refinements at every time step. One of the practical aspect of this model is that there
is no need to model gear mesh stiffness or transmission error externally as excitation.
Raul [24] investigated the effect of contact ratio, transmitted torque and backlash on
the static transmission error by using finite element method. Optimization algorithms
are applied to reduce transmission error via tip and root modifications. It is seen that
similar results are found as in [20].
Tamminana et al [25] suggested two models to predict the relationship between

dynamic factor and dynamic transmission error considering backlash with two
different models; deformable-body dynamic model [1] and single dof lumped
4
parameter model. Firstly, experimental results are compared with dynamic responses
of these two models and it is seen that results are close to each other except at tooth
separation region at which responses of lumped parameter model is higher than others.
Finally, some simple design formulations, e.g., a relationship between dynamic
transmission error and dynamic factor, are suggested.
1.2.1.3 Experimental studies
Inalpolat et al. [26] investigated the effect of the tooth spacing error experimentally on
the dynamic of spur gear. Static transmission error is measured for the gears with one
tooth and two teeth having spacing error and all teeth having randomly distributed
spacing error and is used as input for six degrees of freedom lumped parameter model
to calculate dynamic transmission error and bearing forces.
Effect of tip modification on the dynamic transmission error is investigated

experimentally under different torque and speed conditions in Ref. [3]. The different
configurations of tooth profile modifications are shown in Figure 1.3. It is shown that
profile modification is strongly dependent on the transmitted torque levels and the
optimum tip modification coefficients can be found for minimum dynamic
transmission error for only given design load. In other words, for a given torque level,
it is possible to find optimum profile modification coefficients which makes
transmission error minimum.
Figure 1.3 : Different configurations of tip modifications [3].
Kahraman and Blankenship [3] investigated the effect of contact ratio on the dynamic
transmission error experimentally. They found that a single degree of freedom lumped
parameter model which is considering backlash is in agreement with experimental
5
results. It is shown that gears with integer number of contact ratios are quitter
regardless of torque, profile modification and speed. However, due to ensure
continuous transmission, gears are manufactured with non-integer contact ratios.
Moreover, some simple design parameters for gear design is suggested in order to
reduce the amplitude of dynamic transmission error. It is stated that design parameters
are only valid in the linear response region but not in when the tooth separation occurs.
1.2.2 Gear dynamic models
The gear dynamics models can be classified in several main categories according to
the degree of freedom, the studied topic, the number of gear pairs, and the gear types
[27–29]. Özguven [27] categorized the gear dynamic models under five main group in
1988. It is also stated that some models can be included in more than one group. These
five groups are;
 Simple dynamic factor models
This group includes models mostly for the calculation of the dynamic load factor.
 Models with tooth compliance
This group includes models in which only teeth are modelled as energy storing
elements in the gear system and other elements such as shaft and bearings are accepted
as rigid.
 Models for gear dynamics
The models in this group have examined especially the lateral vibrations of the shaft
and the bearings, assuming that bearings, shafts as well as teeth are flexible
 Models for geared rotor dynamics
Whirling motion of the shaft is considered and especially the torsional vibration of
system is investigated.
 Models for torsional dynamics
In this group, the teeth are considered to be rigid and only the shaft is assumed to have
torsional flexibility and only torsional vibration of shafts are investigated.
Wang et al. [28] reviewed the work done in the last two decades in their literature study
in 2003. Studies including time-varying mesh stiffness and backlash is especially
investigated. The suggestions for future works are presented and it is mentioned that
6
there are not many studies on the non-linear interaction of teeth errors and non-
linearity of gear system. It is also mentioned that there is not much work on how to
choose the gear parameters for vibration reduction as inverse problem in the literature.
In this work, models used in gear dynamics are classified based on degrees of freedom
as briefly described below.
1.2.2.1 Singe degree of freedom models
The dynamic models including only one gear pair are called single degree of freedom
models and only the torsional motion of the gears are investigated and the bending of
the shafts, the lateral dofs of bearings etc. are not included [30–36]. It is also seen in
Figure 1.4 that how the single degree of freedom model is expressed in the general
form. It is seen that two equations of motion can be written for this model hence it is
two degrees of freedom and semi-definite system. It is generally appreciated that a
single differential equation can be obtained by performing a number of operations on
the two coupled equation by dealing with only the vibration motion but not the rigid
motion of the system. For this reason, gear models under this category are generally
called single degree of freedom in the literature.
Figure 1.4 : Single degree of freedom model [33].

In single degree of freedom systems, we can list the topics that are generally examined
in the literature as follows:
 Determination of dynamic factor
 Effects of backlash
 Effects of time varying mesh stiffness
 Effects of friction and wear
7
 Effects of tooth profile modification
 Modelling of the gear faults
Several experimental setups [2-3,37] have been developed to study the dynamic
behavior of the gear systems. These experimental studies have been used in the
literature to validate gear dynamic models, especially those based on single degree of
freedom models.
Kahraman and Singh‘s work [30] is one of the primary studies in gear dynamics. They
investigated the characteristics of the frequency response of a spur gear pair with
backlash and constant mesh stiffness under the external harmonic excitation force.
Static transmission error is used as displacement excitation and solution is obtained by
using harmonic balance method. It is stated that the reason why some solutions of
frequency response cannot be determined with the numerical method is due to trying
to solve the equations by using only one initial conditions. It is recommended that all
practical initial conditions should be scanned in the numerical solutions. The effects
of damping ratio, backlash, mean force and the ratio of mean force to alternating part
of force are considered as parameters and the effects of these parameters on the
frequency response are examined. In another study [31] of Kahraman and Singh, they
developed a dynamic model using time-varying mesh stiffness instead of constant
mesh stiffness. The obtained data are compared with experimental data in the literature
and close results are obtained.
Cai and Hayashi [38] obtained an analytical solution by linearizing the nonlinear
motion equation of a single-degree-of-freedom gear system. They have shown that the
analytical solution gives good results when compared to both the numerical results of
nonlinear solution and the experimental data obtained from the test rig they have built.
In the linear model, the time varying part of the mesh stiffness is taken as the excitation
force and the behavior of the system is investigated for the different values by
considering the rotational speed, the contact ratio and the static load as parameters.
Li et al. [35] studied a gear dynamic model which is including time-varying mesh
stiffness, viscous damping, static transmission error, and dynamic backlash under
operating external periodic excitation forces. The effects of dynamic backlash on
frequency response were investigated. It has been pointed out that nonlinear dynamic
properties such as parametric resonance, multi-valued properties, jump phenomena of
8
the gear system are closely related with the interaction between time-varying mesh
stiffness and backlash.
Litak and Frishwell [39] studied the dynamic behavior of the spur gear system in the
presence of various tooth faults, taking into account the backlash for a single-degree-
of-gear system. Single and double tooth breakage, randomized teeth spacing error,
which may arise from wear or manufacturing tolerances, are modelled by using the
mesh stiffness as shown in Figure 1.5. It is stated that the dynamics of the gear is more
sensitive to the distance between the teeth than to the error in the amplitude variation
of the mesh stiffness. Analyses are conducted for various initial conditions because of
the multi-valued properties of nonlinear systems as stated in [30,35,40].
Figure 1.5 : Gear mesh stiffness as: 1-healty tooth, 2-one tooth breakage, 3-one teeth
breakage, 4-randomized in distance, 5- regular in distance but with randomized
amplitude [39].
Bonorri and Pellicano [36] used randomly defined surface profile errors using the so
called K-chart which determines the limits of the production tolerance of the tooth
surface profile and investigated the effects of the surface profile errors on the dynamic
behavior of the gear system. They have obtained the mesh stiffness by taking into
consideration only intended tip and root modifications by the finite element method
and the tooth profile error due to manufacturing tolerances is added to the dynamic
model as displacement excitation. It is found that different profile errors randomly
generated in the specified tolerance range differentiate the vibration amplitudes at a
level that cannot be ignored, so that it is necessary to examine several random profiles
in order to correctly understand the effect of the profile error.
9
Kuang and Lin [33] modeled the progression of tooth surface wear for teeth of spur
gear, depending on the number of cycles. It is stated that the speed and dynamic load
at contact point are the parameters that have the most effect on wear. It is also stated
that when it comes to a certain number of cycles (120000 cycles in this work), the wear
acts as if the tooth modification has been made and reduces the amplitude of the
transmitted torque fluctuation, but as the number of cycles is increased further, the
amplitude of the torque fluctuation increases. As the cycle time increases and if the
transmitted torque spectrum is considered, it is stated that the amplitude values of the
harmonics especially in the mesh frequency and in its lower multiple frequencies are
considerably increased. Wojnorowski and Onishchenko [40] also examined the effect
of tooth wear using a single degree of freedom model, taking into account changes in
backlash and wear-induced changes in contact ratio, and compared the results with
experimental data. They stated that when the durability calculations are carried out at
the design stage, the changes that will occur in the tooth profile due to wear must be
taken into account. Imrek and Düzcükoğlu [41] experimentally examined the effect of
tooth modification on gear wear in spur gears. It is observed that in teeth with tooth
modifications, wear is more uniform and wear lengths are shorter than teeth without
modifications because of uniform distribution of contact pressure along the surface.
1.2.2.2 One stage gear models
Kasuba and Evans [42] developed a new method that digitizes the tooth profile and
calculates the mesh stiffness taking into account torque, gear profile errors and
modifications. They have calculated deformations in the teeth by means of energy
method and Hertz contact theory. They performed static and dynamic analysis using a
four-degree-of-freedom gear model, including backlash by means of the novel
algorithm they constructed.
Lin et al. [44,45] have developed a four degree of freedom model as shown in Figure
1.6 to simulate dynamic loads in power transmission systems. Equations of motions
are constructed, considering the torsional stiffness of shafts, mesh stiffness, inertias of
shafts, motor and load and friction forces. As a result of this study, it is stated that the
dynamic load is significantly influenced by the contact ratio and the dynamic load
decreases as the contact ratio increases, and the dynamic load increases generally as
the speed increases until reaching the resonance region but the dynamic load decreases
10
after passing the resonance region. Also stated that, damping and friction dramatically
reduce the dynamic factor near the resonance frequencies. Last but probably the most
important result is that, they showed that the mesh stiffness has the most important
effect on the dynamic factor, and the increase in mesh stiffness leads to reduction in
dynamic factor.
Figure 1.6 : Mathematical model used in [44,45].
Kahraman and Singh [31] studied the effects of time-varying mesh stiffness and the
interaction between backlash and bearing clearance. First, using the harmonic and
periodic mesh stiffness, the interaction between the mesh stiffness and the backlash is
investigated via the single-degree of freedom model. For heavy and light load cases,
the effect of the amplitude of the time-varying mesh stiffness is investigated and it is
shown that the increase in the amplitude of the mesh stiffness significantly changes
the frequency response of the system, especially under heavy loads. Moreover, the
linear and nonlinear damping models are compared and it is stated that the linear
damping model can be used without causing significant problem. In addition, a three
degree of freedom model is considered and the interaction between time varying mesh
stiffness, backlash and bearing clearance was investigated. It is found that, there is a
strong interaction between the backlash and the time-varying mesh stiffness, but it is
shown that there is a weak interaction between the time-varying mesh stiffness and the
bearing clearance. The results obtained are compared with the results in the literature
and it is stated that the periodically varying mesh stiffness best represents the behavior
of the gear system.
Velex and Maatar [45] developed a three dimensional mathematical procedure which
can deal with tooth modifications, tooth surface faults and the effects of misalignment
11
of gears. They have implemented this new approach for lumped parameter models of
single stage spur and helical gear systems with time varying mesh stiffness. Unlike
many studies in the literature, transmission error and mesh stiffness can be obtained
automatically as a result of the dynamic analysis of their model, and there is no need
for static analysis beforehand.
Kim et al. [46] performed a dynamic analysis of the spur gear pair as shown in Figure
1.7 by creating a six-degrees-of-freedom discrete parameter model which takes into
account changes in contact ratio and pressure angle. It is indicated that the damping
during the tooth contact has little effect on the radial movement of the gear while the
torsional damping of the bearings has much more effect than the effect of radial
damping of the bearings on the radial movement of the gear. They also showed that
the contact ratio and the pressure angle are stable over time and converged to a certain
value.
Figure 1.7 : Spur gear model used in [46].
Siyu et al. [47] examined the dynamic behavior of a six-degree-of-freedom gear

system as shown in Figure 1.8, taking into account friction, variable backlash and time-
varying mesh stiffness. The varying backlash size due to the fact that distance of the
centers of the gears is changed, is considered as parameter in dynamic analysis of six
degree of freedom system to investigate the difference of modelling geared system
with the fixed and varying backlash. It is stated that a chaotic or periodic motion state
may occur for different dynamic backlash values.
12
Figure 1.8 : Six degree of freedom model [47].
Khabou et al. [48] investigated the effects of the temporary acceleration of the electric
motor running the gear system and the torque fluctuations in the internal combustion
engines on the dynamic behavior of the gear. They have shown that the electric motor
causes a high vibration in the gear system during the period from the initial operation
to the constant rotation speed. It is also stated that, due to the fluctuations of torque
and speed, the gear system is significantly affected and that the dynamic effects of
gears are increased. They recommend that these temporary effects should be taken into
consideration when choosing the safety factors of gear system as a designer. To reduce
these dynamic effects, a clutch system should be selected to reduce the torque and
speed fluctuation between the drive system and the gear system.
1.2.2.3 Multi-stage gear models
Fakhfakh et al. [49] implemented dynamic simulations for a two-stage gear system as
considering assembly error, gear eccentricity error and surface profile error. Errors are
incorporated into the equations of motion by modeling them as displacement excitation
rather than by including them in the calculation of the mesh stiffness as periodic square
wave. They also examined the effects of gear configurations on the natural frequency
of the dynamic system and obtained different natural frequencies for three different
configurations. The reason for this is stated as the phase change between the mesh
stiffness of individual gears and so average mesh stiffness is changed.
13
Wang et al. [50] have investigated torsional vibrations and gear rattle phenomena by
creating a dynamic model of manual transmission of the Daimler-Chrysler Doge
vehicle. In order to reduce the simulation time, they developed a procedure for
decoupling the model. They also developed an algorithm that solves "stiff" differential
equations and compared the algorithm with the differential equation solvers of the
Matlab program.
Payam [51] modelled the torsional vibrations of heavy vehicle truck engine. In this
study, the power transmission elements after the gearbox were omitted, and
transmission system is modelled as three degrees of freedom system in Figure 1.9.
Payam also investigated the effects of dual mass flywheel on torsional vibrations and
compared with conventional one, reaching a conclusion that dual mass flywheel
greatly reduces torsional vibrations.
Figure 1.9 : Transmission model used in [51].
Bourgouis [52] modeled the transmission system of a heavy vehicle linearly and
suggested that a dual mass flywheel could be used to reduce the internal combustion
engine-induced torque fluctuations. Optimization studies are also carried out for the
selection of dual mass flywheel parameters.
Idehara et al. [53] developed a three-degrees-of-freedom dynamic model to study the

torsional vibration motion of a power transmission system as shown in Figure 1.10.
They also took measurements on the vehicle in operating conditions (2nd gear, full
throttle). They compared these measurement data with the simulation data obtained
from the generated model in Figure 1.10 and furthermore, the model was updated by
setting the parameters of the dynamic model (inertia moment of gearbox and
differential and damping values) using the data obtained from the test measurements.
In essence, the effects of the clutch element on the dynamic response of the system
have been investigated by changing the stiffness and friction properties of clutch.
14
Figure 1.10 : Linearized transmission model used in [53].
1.2.3 Condition monitoring techniques used in gearbox fault detection
Gearboxes are widely used in automobile industry, helicopters and critical industrial
application. It is significant to detect the faults to prevent the failure in early stages.
For this reason, numerous condition monitoring techniques are developed over the
years.
Faults such as crack and pitting that occur in the teeth significantly affect the gear
dynamic. Crack in tooth can occur depending on factors such as overloading, working
close to resonance frequency, incorrect operating conditions such as misalignment of
gear wheels and material defects. If the gear teeth are loaded with stress higher than
those in normal operating conditions, it can lead to local deformation of the tooth
surface, loss of material and even tooth breakage. Effects of tooth breakage, pitting
and cracks may be modelled as a reduction in tooth mesh stiffness and its effect can
be investigated on gear dynamics.
Wu et al. [7] calculated the time varying mesh stiffness of cracked tooth by considering
the crack straight line by means of the analytical method. Statistical methods such as
RMS, Kurtosis etc. are compared and applied to original and residual signals to
determine the crack propagation in early stage by using six degree of freedom model.
It has been found that Kurtosis and Sa method (new statistical moment developed in
[54]) are effective when compared to the others, but none of the methods react to small
crack lengths. Similar results are obtained when these methods are applied to the
residual signal obtained after removing the shaft rotation frequency, mesh frequency
and harmonics from original signal which only contains error information. If these
15
methods are applied to the residual signal obtained by extracting the healthy signal
from the signal containing error, RMS values begin to increase in small crack lengths
and determine the progress of the crack in early stage. When all the results are
examined, it is stated that kurtosis value is the most consistent in determining crack
propagation, but RMS value is the most effective in the last mentioned method. Parey
[55] experimentally measured the mesh stiffness for teeth with healthy and having
different lengths of cracks via strain gauge method and the results are compared to
mesh stiffness obtained in [7]. The results show that the average mesh stiffness values
are close to each other.
Zhou et al. [56] used more realistic gear mesh stiffness by adding fillet foundation
deflections and also attempted to determine the propagation of tooth crack using a
sixteen degrees of freedom [57] dynamic model. In order to obtain the residual signal,
the AR model is used, which makes it different from Wu’s work [7]. RMS and kurtosis
operations are applied to AR model’s residual signal, demodulation signal and the
residual signal which is obtained with Wu’s method to detect the crack in the early
stage. It is stated that suggested method is more effective than Wu’s method for
detecting the cracks.
Chen and Shao [11] analytically modelled the mesh stiffness for the case that crack
propagating along tooth width and crack depth by using a six-degree-of-freedom
dynamic model. They stated that the sidebands are formed around the mesh frequency
and its harmonics and the amplitudes of these sidebands are increased when the crack
size and width are increased. Moreover, it is stated that side bands react more than
mesh frequency and its harmonics to the increase of the crack level.
Howard et al. [57] modelled the time varying mesh stiffness with crack by using finite
element method and investigated sixteen degree of freedom lumped parameter model
including friction as shown in Figure 1.11. The most commonly used diagnosis
techniques such as residual signal, narrow band envelope, amplitude modulation and
phase modulation methods were applied to angular velocity of pinion, linear velocity
of bearing and transmission error to detect crack. So in all cases, it is stated that
kurtosis values increased significantly and friction has a negligible effect on the
kurtosis value.
16
Figure 1.11 : 16 degree of freedom model [57].
It is point out that in [58], some of fault detection techniques such as time-averaged
vibration signals, spectrum, cepstrum and amplitude and phase-modulation, are used
to detect faults correctly in early studies but it is also expressed that most of these
methods do not give critical information about where the fault is located and how
severe it is. Moreover, the effectiveness of some condition monitoring methods such
as Wavelet Transform methods, Wigner-Ville distribution methods, instantaneous
power spectrum methods etc. are investigated in Ref. [58] . Furthermore, for each fault
parameters and working conditions of gearboxes may require different condition
monitoring techniques. An extensive literature review on the condition monitoring
techniques can be found in [59].
Wavelet Transform (WT) is one of the most commonly used time-frequency method
to detect gear faults such as crack, pitting and tooth breakage. Many research work are
conducted by using WT to detect faults in gear systems [61–64]. Extensive review of
using wavelet transform in condition monitoring is published in [62].
Phase and amplitude demodulation, beta kurtosis and wavelet transform methods for
gear damage detection are experimentally investigated and compared in [61]. It is
stated that beta kurtosis and wavelet transform method are more reliable methods and
Wavelet Transform provides visually better results when residual signals are used.
Sung et al. [60] investigated the effectiveness of wavelet transform to detect faults in
gear systems using measured vibration signals. Firstly, they obtained synchronous
averaged signal to eliminate the randomness in the faulty signal. After that, Discrete
Wavelet transform method whose mother wavelet is selected as Daubechies wavelet
D20 and Short Time Fourier Transform (STFT) method are applied to that signal. It is
stated that Discrete Wavelet transform is superior to STFT method in determining the
17
gear defect. Simulation signal is also carried out to obtain better understanding of the
effectiveness of WT. It is observed that WT method is still superior to STFT method
to obtain defects which even occurs in low frequencies in that case.
Baydar and Ball [64] applied Wavelet Transform to two stage helical gearbox to detect
tooth breakage and gradual face removal of tooth next to broken tooth by using
acoustic and vibration signals. They also studied the crack propagation in the tooth for
diagnosis purpose. In [65], acoustic and vibration signals are compared to detect faults
by using a different method form of STFT so-called the smoothed pseudo-Wigner
Ville distribution method. It is shown that acoustic signals are also applicable to detect
faults in early stage of faults. In [58] effectiveness of Instantaneous Power Spectrum
(IPS) is investigated for condition monitoring under varying loads for helical gearbox.
It is found that IPS are less sensitive to varying load conditions, as compared to
classical cepstrum method, and it can detect severity and position of medium and
heavy faults under varying loads.
Loutridis [66] pointed out a disadvantage of WT as that the shape of the wavelet
function should be selected carefully to obtain the right information, otherwise some
characteristics of the signal will be missed. Therefore, new empirical mode
decomposition (EMD) method is suggested to detect faults in gear dynamics. Single
degree-of-freedom gear pair is simulated with the crack in the gear tooth which is
modelled as reduction in the mesh stiffness. Only the first three intrinsic mode
functions (IMF) are investigated and it is stated as that each IMF has different
sensitivity to tooth crack. This property is analyzed deeper in a test rig that includes
gears which have different crack levels. Only four of the nine IMF’s are investigated
due to fact that 5-9 modes have very small energy levels. Second mode is visually
selected as diagnosis tool for determining different crack levels and then it is easily
seen that sudden jump occurs at presence of crack on the energy diagram of that IMF.
Finally, it is stated that EMD method has ability to detect faults both in time and
frequency domains even with noise and other vibration sources around. IMFs are
usually selected visually, or by experience, to be analyzed by Hilbert Transform. Ricci
and Pennacchi [67] suggested a new merit index to make this selection procedure
autonomous. Basically, the suggested merit index includes parameters such as;
skewness of IMF and periodicity degree of IMF. They also used a test rig to detect
tooth breakage of high contact bevel gear. Steady state and transient vibration signals
18
are analyzed and tooth breakage is diagnosed in both condition correctly. It is also
stated that when damaged bevel gear is used in test rig, the measured vibration level
starts decreasing unusually, the reason is stated as that high contact ratio bevel gear
may have hidden the faults.
Objectives and Outline of Thesis
The main purpose of this study is to make comparison between the dual mass flywheel
integrated and single inertial mass integrated systems in terms of vibratory effects to
gear systems.
In the first chapter, the vibration problem which occurs in gear systems is explained.
Moreover, extensive literature survey about gear dynamics is given to lead this thesis
and prospective researchers. Finally, objectives and outlines of the thesis are
explained.
In the second chapter, fundamental dynamic theory about geared systems is discussed,
which includes theoretical definitions such as transmission error as a source of noise
and vibration, mesh stiffness and backlash. At the end of the chapter, the working
principle of dual mass flywheel is explained.
The third chapter presents linear models about gear system. Firstly, the gear system is
linearly modelled with dual mass flywheel integrated to the system in various
configurations. Subsequently, frequency response functions and transmissibility
functions are calculated and plotted.
In the fourth chapter, various nonlinear gear systems are investigated and then
nonlinear geared system with backlash are modelled. Finally, dual mass flywheel is
added to gear-rotor system and pseudo transmissibility results are compared with the
results from the system with single mass flywheel. Torsional geared system is also
modelled in Adams software.
In the final chapter, the advantages of dual mass flywheel systems are explained in
comparison with single inertial mass system. Finally, suggestions for future work are
given.
19
20
THEORY
Main Factors Affecting Gear Noise and Vibration Levels
There are many factors that cause noise and vibration in gear systems. These factors
causing vibration and noise in gear boxes can be summarized as follows [68];
 Unbalancing and misalignments of gears and a bending of shaft, cause

vibration and noise at harmonics of the shaft rotation frequency,
 Variation in the mesh stiffness, tooth profile error, non-uniform speed cause
modulation effect which initiate noise and vibration at tooth mesh frequency,
 Frequency components resulting from bearings cause low level noise however,
bearing faults can cause unavoidable noise levels [69].
Another important gear noise is the rattle noise caused by impacting of gears
oscillating within their backlash. Torsional speed oscillation is considered to be the
main factor that generates rattle noise. It also leads to impact type of vibrations which
is transmitted via bearings and shafts to passengers in vehicles.
Transmission Error
Theoretically, for rigid gear pair with no manufacturing errors, if the input gear wheel
is rotated at a constant speed, the output gear wheel will rotate at a constant speed
depending on the contact ratio. However, in practice, transmitting uniform motion is
not possible due to deflection of teeth and gear body, tooth surface modifications and
errors that can occurs on both the surface of the teeth and other parts of geared system
such as manufacturing errors, assembly errors. Accordingly, the transmission error can
be defined as [24];
“The difference between the actual position of the output gear and the position it
would occupy if the gear drive were perfectly conjugate”
The schematic representation of the transmission error can be seen in Figure 2.1.
21
Figure 2.1 : Schematic representation of transmission error [70].
The transmission error can be mathematically formulated as follows [71] ;
R1
TE  2  ( )1 [rad ] (2.1)
R2
𝑅1 and 𝑅2 represent the radii of the base circles of the input and output gears, and θ1
and θ2 are the actual angular positions of the input and output gears, respectively. In
the literature, the transmission error can also be expressed as in linear displacement
along the line of action as follows;
TE  R22  R11 [m] (2.2)
The root causes of transmission error can be classified in four main topics [72];
 Deformation of mating tooth under load
 Tooth spacing error
 Tooth profile errors
 Run-out
Time domain representation and frequency spectrum of a measured transmission error

[70] can be found in Figure 2.2. Low frequency component of the T.E is generally
caused by the axial misalignment of the gears whose frequency is the frequency of the
rotation and high frequency components of T.E are mainly due to the deformation of
meshing teeth under load and the tooth profile errors whose frequency is the mesh
frequency that is the rotation frequency of the input gear multiplied by the number of
the teeth of the input gear.
22
Figure 2.2 : a) T.E, b) Spectrum of T.E [70].
Transmission error is classified in terms of speed and torque in the literature. The TE,
which is examined at low speeds is usually called the static transmission error and is
called the dynamic transmission error under high speed conditions. In the table below,
the transmission error is classified in terms of torque and speed. At low speeds, the
transmission error depends only on the torque values. However, It depends on the
speed at higher speeds since dynamic effects occur at high speeds. The types of TE are
shown in Figure 2.3.
Figure 2.3 : Types of transmission error [24].
The transmission error is closely related to the noise and vibration in gear systems and
it is related to dynamic loads in the meshing teeth. For this reason, it is important to
model the transmission error accurately to predict the resulting vibration and noise.
The transmission error is calculated in two different ways as analytical and numerical
in the models used in the literature. However, studies in which the transmission error
is experimentally measured and analyzed are also available in the literature [74–77].
Mesh Stiffness
In gear systems, mesh stiffness plays an important role and has excitation effect in the
dynamics of geared systems. The mesh stiffness alternate throughout the mesh period
23
depending on the contact ratio. Generally, the gears are produced with a contact ratio
between 1 and 2 and the gears with this type of contact ratio are called low contact
ratio gears. Also, high contact ratio gears are produced with a contact ratio between 2
and 3 in order to reduce the variation of mesh stiffness during the mesh period and so
to reduce noise and vibration levels.
The variation of the mesh stiffness during the mesh period depends on the contact ratio
as shown in the Figure 2.4 where the c and Te represents the contact ratio and mesh
period. The following figure shows the alternating property of the mesh stiffness for
the low contact ratio gears.
Figure 2.4 : Periodic form of gear mesh stiffness [14].
However, for the ease of dynamic modelling of systems, the gear mesh stiffness is
generally modelled as a rectangular wave form. In Figure 2.5, it shows the shape of
the mesh stiffness modelled as a rectangular wave. In some models, gear mesh stiffness
is approximated by using Fourier transformation to avoid discontinuities to make
numerical calculations easier, in mesh stiffness which is also shown Figure 2.5.
Approximation degree of mesh stiffness are generally depending on the demanding
accuracy.
Figure 2.5 : Fourier transformation of gear mesh stiffness [77].
24
2.3.1 Calculation procedure of mesh stiffness
In the literature, both the finite element and the analytical methods are frequently used
to calculate the mesh stiffness. In finite element method (FEM), it is stated in the
literature that very dense mesh around the contact region and fine mesh throughout the
surface of tooth are required, thus it could be very time consuming and expensive to
make the necessary calculations. It is found in the literature that analytical methods are
also used extensively in the literature and appear to yield similar mesh stiffness results
with those of FEM calculations.
The mesh stiffness can be calculated by an analytical method. As shown in Figure 2.6,
a tooth is considered as a non-uniform elastic beam and the deformation of the tooth
according to the position of the force on the tooth is calculated by using energy
methods.
Figure 2.6 : Deformation of tooth under load [14].
The effects of three main deformations in the calculation of mesh stiffness are included
in the analytical method as;
 Hertzian Contact Deformation
 Deformation of tooth under load
 Deformation of gear body
25
Firstly, when the teeth are in contact with each other, the Hertzian contact stiffness
originating from the local deformation of the contact area is defined here. When two
gears come into contact with each other, local deformations occur at the contact area.
The contact forces are obtained as a result of contact-induced deformations by means
of Hertz contact theory [78].
In Yang’s study [78], it has been stated that Hertzian stiffness of the meshing teeth
which have involute profile can be regarded as fixed along the line of action and
maximum 2% error occurs with this approach. Hertzian stiffness is then defined as;
 EL
kh  (2.3)
4(1  2 )
Where E is the modulus of elasticity, L is the width of the tooth, and  is the Poisson’s
ratio. Thus, the potential energy stored by the Hertzian contact to be used in the next
sections can be written as follows
F2
Uh  (2.4)
2k h
The potential energy method suggested by Yang and developed by Tian is used to
derive the mesh stiffness [79]. In this method, the tooth, is modelled as an elastic non-
uniform bar which can store energy under load, is assumed to be fixed at the root of
the tooth. The tooth under load, as in Figure 2.7, can store elastic energy due to
deformations in the direction of bending, axial compression and shear. In addition to
the deformation occurs from the tooth, the gear body also undergoes deformations and
can store energy which is derived and named as fillet-foundation stiffness. The
equations used below are mostly summarized as Wu and Tian 's work. The stiffness
with the help of corresponding energies can be calculated as given below;
F2 F2 F2 F2
Ub  , Us  , Ua  , Uf  (2.5)
2kb 2k s 2k a 2k f
where Ub , Ua , U s and U f represent stored potential energies due to bending, shear,
axial, and fillet-foundation deformations, respectively, and kb , ks , ka and k f represent
bending, axial, shear and fillet-foundation stiffness, separately. Also, F represents the
contact force along the line of action.
26
Figure 2.7 : Beam model for single tooth [7].
Potential energy terms considering the geometry in Figure 2.7 are written as;
Ub 
F2  F (d  x)  Fa h dx
 b
d 2
(2.6)
2kb 0 2EI x
d
F2 1.2 Fb 2
2ks 0 2GAx
Us   dx (2.7)
d
F2 F2
Ua    a dx (2.8)
2ka 0 2 EAx
Here, Fa and Fb represents the force component in the axial direction and
perpendicular direction of the force exerted on the tooth, respectively. The area
moment of inertia and cross-sectional area of the tooth are I x and Ax which are
calculated at the distance x that is measured from the tooth root.
Using the features of involute curve, the following expressions can be written [7];
x  Rb [cos   (2   ) sin  cos2 ] (2.9)
d  Rb [(1  2 )sin1  cos 1 cos2 ] (2.10)
h  Rb [(1  2 ) cos1  sin1 ] (2.11)

2   tan  0   0 (2.12)
2N
27
Where d is the distance between the point at which the force is applied and the tooth
root, and h is distance from symmetry axis passing through the center of tooth to the
point at which the force is applied. The meanings of the other symbols can be
determined on the figure and the Ref. [7] can be consulted for further details. Hereafter,
the stiffness expressions obtained above are written in terms of the angular equivalents
of the boundaries of the integral and the other parameters in place of their linear
counterparts. So the mesh stiffness can be expressed as a function of rotation angle by
using the following expressions.
1 2
Ix  (2hx )3 L  Rb [(   2 ) cos   sin  ]3 L (2.13)
12 3
Ax  2hx L  2Rb [(  2 ) cos  sin ] L (2.14)
E
G (2.15)
2(1  )
And Tian [79] calculated the mesh stiffness as follows;

2
1 3(1  cos 1[( 2   )sin   cos  ]2 )( 2   ) cos 
  d (2.16)
kb  1 2 EL[sin   ( 2   ) cos  ]3
2
1 ( 2   ) cos  (sin 1 )2
  d (2.17)
ka  1 2 EL[sin   ( 2   ) cos  ]
2
1 1.2(1  )( 2   ) cos  (cos 1 ) 2
  d (2.18)
ks  1 EL[sin   ( 2   ) cos  ]
The deformation of the gear body which is called as fillet foundation deformation also
is taken into account the calculation of the mesh stiffness. The potential energy and
stiffness derived from the deformation of the gear body is obtained as follows [28-29];
F2
Uf  (2.19)
2k f
1 cos 2  
 *  uf   uf  

  L    M    P 1  Q tan  
* * * 2
(2.20)
kf EL    Sf   Sf  

* * * *
Where k f is the fillet-foundation stiffness, L , M , P veQ are fitted polynomials.
The additional symbols such as u f , s f can be found in the Figure 2.8.
28
Further details of those terms can be found in the Ref. [80].
Figure 2.8 : Details for fillet foundation stiffness [80].
As a result, the total mesh stiffness of two gear pair is obtained by writing the sum of
potential energy terms as follows;
F2
U  U h  U b1  U s1  U a1  U f 1  U b 2  U s 2  U a 2  U f 2 (2.21)
2k
F2 F2 F2 F2 F2 F2 F2 F2 F2 F2
U          (2.22)
2k 2kh 2kb1 2ks1 2ka1 2k f 1 2kb 2 2ks 2 2ka 2 2k f 2
F2 F2 1 1 1 1 1 1 1 1 1
 (         ) (2.23)
2k 2 kh kb1 ks1 ka1 k f 1 kb 2 ks 2 ka 2 k f 2
1 1 1 1 1 1 1 1 1 1
         (2.24)
k kh kb1 ks1 ka1 k f 1 kb 2 ks 2 ka 2 k f 2
Numbers 1 and 2 in the lower indexes of expressions represent the pinion and gear
teeth, respectively. As can be seen, the equivalent stiffness is obtained by considering
the effects of individual stiffness contributions in series.
Backlash
Backlash is clearance between the teeth so that the gears can rotate without jamming.
This also allows the gears to operate without jamming when the lubrication condition
is taken into consideration. Backlash is schematically shown in the Figure 2.9. The
term b refers to the half of backlash.
29
Figure 2.9 : Schematic representation of backlash.
However, the backlash leads to significant problems in terms of noise and vibration.
One of the most important backlash-induced noise and vibration problems in the gears
is gear rattle noise. Especially, in heavy trucks, the torque generated by the internal
combustion engine is fluctuating torque, which excites the transmission system. This
torque fluctuation causes the gears, especially unloaded gears, to move back and forth,
and to collide with one another and thus cause to rattle noise and impact induced
vibrations.
There are three main types of gear rattle occur in gear systems. First type is so called
“double sided impact”. Gear’s tooth, hit to mate tooth, both in backward and forward
directions. This condition usually happens in non-loaded gears. The second type of
rattle is called ‘single sided impact” which generally happens in gears which work with
relatively higher friction torques or reaction torque. In this case, one tooth of gear hit
the corresponding gear tooth and make impulsive vibration and noise, in just one
direction. Third type of rattle occurs when the teeth hit the other teeth irregularly both
in forward and backward directions. Rattle noise levels became very high in this case
[81].
Vibration Isolation
Vibration isolation can be defined as the reduction of vibrations, which are produced
by the source, before they are transmitted to the other elements of the system. In basic
terms, vibration isolation is achieved by placing a spring and damper element between
the vibration source and the rest of the system under certain conditions. In order to
explain these certain conditions, the vibration isolator given in the Figure 2.10, is
examined. In this configuration, the mass m which is shown in Figure 2.10, is excited
by a sinusoidal displacement through the base. The transmissibility function which
30
shows the displacement transmitted to the mass is given in Figure 2.10 (b). As seen
in Figure 2.10 (b)., if the excitation frequency is higher than the natural frequency of
the system by a certain amount, the amplitude of the displacement transmitted to the
mass is lower than the amplitude of the excitation. Therefore, it is inferred that
vibration isolation against base excitations can be achieved by adjusting the system
such that the system’s natural frequency is sufficiently lower than the excitation
frequency.
Figure 2.10 : (a) Base excitation of mass, (b) Graph of transmissibility function [82].
Additionally, it is observed that the greatest source of noise and vibration in vehicles
is gear rattle occurring in the transmission system which is due to the oscillating torque
provided by the internal combustion engine. Vibration isolation methods are applied
to vehicles in order to reduce such vibrations. One of the most efficient solutions for
vibration isolation in vehicles is the dual mass flywheel. The dual mass flywheel, as
shown in Figure 2.11, consists of two separate flywheels connected with a torsional
spring in order to isolate vibrations.
Figure 2.11 : Assembly of dual mass flywheel [52].
31
The oscillating part of the torque generated by the internal combustion engine and the
amount of this torque transmitted to the transmission is shown for two systems, one of
which uses the single mass flywheel while the other uses the dual mass flywheel, in
Figure 2.12. As seen in Figure 2.12 (a) and Figure 2.12 (b), the amplitude of the
oscillating part of the torque is considerably smaller in the system which uses the dual-
mass flywheel.
Figure 2.12 : Comparison of input torque and output torque of transmission system
with single mass flywheel and dual mass flywheel [52].
32
LINEAR ANALYSIS OF GEAR ROTOR SYSTEMS
In this section, the linear gear rotor systems are modelled and analyzed with the dual
mass flywheel (DMF) and single mass flywheel (SMF). The frequency responses of
different configurations of DMF such as dual mass flywheel system positioned at input
section, output section and both input and output section are investigated separately.
Moreover, the transmissibility functions are calculated and plotted for making
comparisons of various configuration of systems which is being explained.
Modelling and Analyses of One Stage Spur Gear with Single Mass Flywheel
The four degrees of freedom lumped parameter model is designed to investigate the
effects of single mass flywheel (SMF) on the torsional vibrations of gear-rotor system.
A pair of spur gears with the group of SMF and crankshaft are shown in Figure 3.1.
Figure 3.1 : One stage gear rotor system with SMF.
The model consists of the group of crack shaft and flywheel, a gear pair and load inertia
and shaft. The shaft is modelled as massless torsional spring which connects the gear
pair and the load inertia together. The clutch stiffness is modelled as linear torsional
spring that connects SMF and pinion. Gears are modelled as rotary inertias which are
connected to each other by springs at their base radius. Gear mesh stiffness is assumed
33
to be time invariant so that the geared system has purely torsional and linear
characteristics.
J s , J p , J g and J l are the inertias of the group of SMF and crankshaft, the inertia of
driving (pinion) and driven (gear) gears and the load, respectively. Gear mesh stiffness,
clutch stiffness and the torsional stiffness of the output side shaft are represented by
km , kc a n d kt , respectively. Additionally, s represents the angle of rotation of the
group of the crankshaft and SMF,  p and  g are the angles of rotation of pinion and
gear. Finally, l is the angle of rotation of the load which is attached to the end of the
output shaft. Input torque Tin is applied to the rotary mass of SMF, J s , and resistant
torque, Tout is applied to the load inertia, J l .
The assumptions made during the modelling phase can be expressed as follows.
 The backlash is neglected and gear mesh stiffness is considered as constant
 The systems parameters are lumped. Gears are modelled as rigid disks which
are connected by linear springs at base radiuses
 The bearings' axial stiffness is assumed to be very high and the system only
makes purely torsional motion.
Under the above assumptions, the equations of motion of the system are as follows;
J s s  kc ( s   p )  Tin (3.1)
J p p  km rp (rp p  rg g )  kc ( s   p )  0 (3.2)
J g g  kt ( g  l )  km rg (rp p  rg g )  0 (3.3)
J ll  kt ( g  l )  Tout (3.4)
The set of equations can be expressed in matrix vector form as;
Js   s   kc  kc 0 0   s   Tin 
 Jp 0     kc
 p  km rp 2  kc km rp rg 0   p   0 
  g    0 g    0 
(3.5)
 0 Jg km rp rg km rg 2  kt kt  
 J l    
kt
   
kt  l  Tout 
 l 
   0 0
The equation (3.5) can be presented in more compact form as;
 J     K    T  (3.6)
34
Where  J  ,  K  and T  are the inertia matrix, stiffness matrix and applied torque vector,
respectively.
One of the other assumptions is that the model uses modal damping matrix in which
damping matrix is assumed to be diagonalizable. This leads to control directly the
modal damping ratios of each mode, individually [83]. Thus, damping matrix can be
constructed as diagonalizable by using mode shape matrix as;
R  diag (2ii ) i  1,..., n (3.7)
Where R is the generalized damping matrix.
So damping matrix can be constructed as [83];
C    J  RT  J  (3.8)
where   , i , i and n are the mass normalize mode shape matrix, modal damping
ratios, natural frequencies and the number of degree of freedom.
3.1.1 Natural frequencies and mode shapes
In this section, the mode shapes of the system described in Figure 3.1 and the natural
frequencies corresponding to these mode shapes are investigated. The natural
frequencies of four degree of freedom the system are obtained using the available
function in Matlab [84] to solve eigenvalue problem. Natural frequencies of the gear
rotor system are obtained by using the parameters given in Table 3.1.
Table 3.1 : Parameters of the system with SMF.

Torsional Stiffness of Clutch (N rad/m) kc  0.3103
Torsional Stiffness’s of Shaft (N rad/m) kt  5 104
Mesh Stiffness (N/m) km  1108
J s  0.13, J p  0.0116
Mass Moments of Inertias (kgm2)
J g  0.0762 J l  0.1
Base Radius of Driving Gear (m) rp  0.0704
Base Radius of Driven Gear (m) rg  0.1127
Tooth width (mm) 20
All the predicted natural frequencies are presented in Table 3.2 by solving eigenvalue
problem of the geared system using with the parameters represented in Table 3.1. The
35
first natural frequency of geared system is zero, which corresponds to rigid body
motion of system. Other three natural frequencies of the vibration motion of the system
are non-zero frequencies corresponding to elastic modes of the system.
Table 3.2 : Natural frequencies of the system with SMF.

f1 ( Hz ) f 2 ( Hz ) f3 ( Hz ) f 4 ( Hz )
0 12.3 157 1229.8
The mass normalized mode shape vectors corresponding to the natural frequencies of
the system in Table 3.2 are calculated as;
 -2.23 -1.83 0.009 0.0003

  1 ,2 ,3 ,4   -1.39
-2.23 2.71 -3.45 7.85 
1.69 -2.14 -1.93 
-1.39 1.72 2.26 0.016 
where i is the mode shape vector associated with corresponding natural frequency
of system.
The first, second, third and last elements of the mode shape vector represent the
displacement of the group of the crankshaft and SMF, pinion, gear and load when the
gear rotor system is excited only with the corresponding natural frequency,
respectively.
In one dimensional translational systems, it is expected that all of the elements of mode
shape vector corresponding to the rigid body motion should be the same. However, in
geared systems, some of the elements of the rigid body mode shape vector will be
different from others depending on the gear ratio [85]. It can be seen in Figure 3.2,
for the first mode shape vector, the displacements of the pinion and the group of the
crankshaft and SMF are gear ratio times larger than the displacement of the gear and
load.
In order to plot the mode shapes of the system, the elements of mode shape vectors are
unit normalized and plotted in Figure 3.2. Numbers 1, 2, 3 and 4 in Figure 3.2
represent the group of the crankshaft and SMF, pinion, gear and load, respectively.
36
Figure 3.2 : Four mode shapes of geared system with SMF.
In Figure 3.2, first mode shape is the mode shape of the corresponding rigid body
motion and the all parts of system is moving together. However, it must be keep in
mind that the gear system changes the direction of motion and if the group of the SMF
and crankshaft and pinion rotates in the clockwise direction, the gear and load will
rotate in the anti-clockwise direction. In the second mode shape, the group of the SMF
and crankshaft and the other masses twisted in opposite directions. In the third mode
shape, the group of the SMF and crankshaft stand still and the load is twisted in the
opposite direction to the pinion and gear. In the last mode, the position of the group of
the SMF and crankshaft and load remain unchanged. The pinion and gear are mostly
affected at this frequency.
37
3.1.2 Frequency response functions
Frequency response functions of the geared system with SMF are constructed by using
modal summation procedure which can be expressed as [13];
N  j r k
 jk   r
(3.9)
r 1 r    i 2rr
2 2
If the system has only one input force applied at ‘’j’’ coordinate and where ‘’k’’ is
defined as response measurement coordinate,  jk is called frequency response
function.  ,  and N are the natural frequency, modal damping ratio and number of
r r
the natural frequencies.
Modal damping ratios in equation (3.9) are given in
Table 3.3. These modal damping values is kept as possible as low to reflect
effectiveness of DMF on reducing amplitudes in FRFs.
Table 3.3 : Modal damping ratios.

1 2 3 4
0 0.01 0.01 0.01
Frequency response functions in receptance forms are shown in Figure 3.3, Figure 3.4
and it should be stated here that the indices 1,2,3 and 4 in FRF’s in these and other
figures refer to the coordinates s , p , g and l , respectively.
Figure 3.3 : Receptance FRFs for varying excitation coordinate. (a) Response from
the group of the crankshaft and SMF, (b) Response from Pinion.
38
Figure 3.4 : Receptance FRFs (a) Response from Gear, (b) Response from Load.
The FRFs presented above in receptance format are also presented in Inertance format
here. FRF in Inertance form can be easily obtained by multiplying the receptance by
minus the square of the angular frequency as;
A()  2 () (3.10)
where A( ) is the Inertance FRF. Inertance form of FRFs are presented in Figure 3.5,
Figure 3.6 and Figure 3.7.
from the group of the crankshaft and SMF, (b) Response from Pinion.
39
from Gear, (b) Response from Load.
Figure 3.7 : Inertance type of FRFs (All Together).
Modelling and Analyses of One Stage Spur Gear with Dual Mass Flywheel
The five degrees of freedom lumped parameter model is designed to investigate the
effects of dual mass flywheel (DMF) on the torsional vibrations of geared systems.
The model includes the group of crankshaft and dual mass flywheel, shaft, gear pair
and load inertia. Single mass flywheel is replaced with the dual mass flywheel where
dual mass flywheel is considered as two rotary mass which is connected by a torsional
spring to isolate angular fluctuations. Gear rotor model with DMF is shown in Figure
3.8.
40
Figure 3.8 : One stage gear system with DMF.
J d1 is the inertia that includes the inertia of the crankshaft and some part of the SMF
and J d 2 are the second rotational masses of the dual mass flywheel which is the
reminder part of the SMF. Also, the new spring introduced in this model, kd , is the
torsional stiffness coefficient of DMF. Other parameters are the same as those
previously mentioned in SMF model in section (3.1).
The equations of motion of the system described in Figure 3.8 are given as,
J d1d1  kd (d1  d 2 )  Tin (3.11)
J d 2d 2  kc (d 2   p )  kd (d1  d 2 )  0 (3.12)
J p p  km rp (rp p  rg g )  kc (d 2   p )  0 (3.13)
J g g  kt ( g  l )  km rg (rp p  rg g )  0 (3.14)
J ll  kt ( g  l )  Tout (3.15)
The above equations can be expressed in matrix vector form as follows;
 J d1   d 1 
 Jd 2 0   d 2 
 Jp   p  
 0 Jg   
 J l    
g
 l  (3.16)
 kd  kd 0 0 0   d 1   Tin 
 kd kd  kt1 kt1 0 0   d 2   0 
 0 kt1 km rp 2  kt1 km rp rg 0    p    0 
 0 0 km rp rg km rg 2  kt 2 kt 2    g   0 
 0 kt 2 kt 2   l  Tout 
 0 0
41
and the equation (3.16) is presented in more compact form as;
 J     K    T  (1.17)
where  J  ,  K  and T  are the mass matrix, stiffness matrix and applied torque vector,
respectively.
As before, the damping matrix can be expressed by using formulas given in equation
(3.7).
One of the important issue here is that the natural frequency of the DMF should be
kept as low as possible, especially to avoid from the resonance frequency of idle speed
in automotive industry. In this analysis, the stiffness of DMF, kd will be reduced from
the high level that it is assumed that the masses of DMF move together, rigidly, until
the natural frequency of the system for the first elastic mode is under to a desirable
level. The change of stiffness of DMF and corresponding natural frequencies are
shown in Table 3.4.
Table 3.4 : The effect of the change of stiffness of DMF on natural frequencies.
Stiffness
(N/rad)
f1 ( Hz) f2 ( Hz) f3 ( Hz) f4 ( Hz) f5 ( Hz)
109 0 12.3 157 1230 9073.2
108 0 12.3 157 1230 2869.2
107 0 12.3 157 907.4 1230
106 0 12.3 157 287 1230
105 0 12.3 91,3 157 1230
104 0 11.5 30.6 157 1230
0.1103 0 6.7 16.8 157 1230
As it can be seen from Figure 3.9, when the system is excited from the crankshaft and
the response is measured from the load, the corresponding FRFs are plotted for all
stiffness values of DMF. As expected, it is seen in Figure 3.9, that if the stiffness of
the dual mass flywheel is reduced gradually, the amplitude of the FRFs are also
reduced gradually.
42
Figure 3.9 : Effect of the stiffness of DMF on the amplitude of FRFs.
The stiffness of dual-mass flywheel is set to 0.3 10 N / rad . The sum of the inertias
3
of DMF are chosen as the same as the inertia of the single mass flywheel in total to
compare with the gear rotor model including SMF described in section (3.1). Where
J d1 and J d 2 are chosen as 0.08 and 0.05 kgm2 .
The mass normalized mode shape matrix of the system is calculated as;
 2.23 2.71 0.45 0 0 

 2.23 1.12 4.33 0.03 0.001
  1 ,2 , 3 , 4 , 5   2.23 2.13 1.68 3.49 7.85 
1.36 1.33 1.05 2.14 1.93 
1.36 1.34 1.08 2.25 0.016 
The mode shape vectors are unit normalized by dividing the individual elements of a
mode shape vector by the largest element. Normalized mode shapes are plotted in
Figure 3.10
In the Figure 3.10 , it is seen that the first mode is the mode which is corresponding to
the rigid body motion of the system. In the second mode, the most effected mass is the
group of the crankshaft and first part of DMF which is similar to the second mode of
the case of using SMF. Third mode is the mode that the second mass of DMF is mostly
affected. In the fourth mode, load is twisted in opposite direction of pinion and gear.
In the last mode, pinion and gear are mostly affected and the position of the all other
masses remain unchanged.
43
Figure 3.10 : Mode shapes of geared system with DMF.
The frequency response functions of the system are calculated and plotted by using the
modal summation method mentioned described in the subsection (3.1.2 ) as used for
the model with SMF. In Figure 3.11, FRFs are plotted as the response locations are
varied and system is only excited from the crankshaft. In Figure 3.11, the numbers
1,2,3,4 and 5 represent the location of the group of the crankshaft and first mass of
DMF and the second mass of DMF, the pinion, the gear and the load, respectively. The
third and fourth resonance picks are not seen FRFs in Figure 3.11, due to the fact that
the first elements of the fourth and fifth mode shape vectors are almost zero. Where
 n1 are the frequency response functions that excitation force is only applied to first
mass of dual mass flywheel and response locations are second mass of DMF and other
locations after that.
44
Figure 3.11 : FRFs of 𝛼𝑛1 for varying response locations, (1 : First Mass of DMF
and crankshaft (DMF1), 2 : Second Mass of DMF (DMF2), 3 : Pinion, 4 : Gear, 5 :
Load).
3.2.3 Comparison of results of dynamic models with SMF and DMF
Frequency responses of the system with DMF and SMF are compared in this section.
In Figure 3.12, the frequency response function,  41 of the single mass flywheel
system and the frequency response function, 51 of the dual mass flywheel system are
compared. Where the FRF,  41 represent that response location is from the load and
excitation location is on the crankshaft for gear rotor system with SMF and 51
represent the FRF that response location is on the load and excitation location is on the
crankshaft for gear rotor system with DMF . In the case of using dual mass flywheel,
it is seen that the amplitudes are lower than the case where single mass flywheel is
used.
Figure 3.12 : FRFs of 𝛼51 and 𝛼41 of systems with DMF and SMF.
45
at Only Output Side
It is anticipated that a similar concept can be used for reducing the vibrations before
transmitting to the load. In this configuration, the same dual mass flywheel used in
the previous section is placed between the gear and the load on the output side of the
gear which are shown in Figure 3.13. Practically, the DMF here behaves like a
vibration isolator between the gearbox and the load.
Figure 3.13 : One stage gear system with DMF at output side.
The equation of motion of new configuration of system are given as;
J ss  kt1 (s   p )  Tin (3.18)
J p p  kt1 ( s   p )  km rp (rp p  rg g )  0 (3.19)
J g g  kt 2 ( g  d1 )  km rg (rp p  rg g )  0 (3.20)
J d1d1  kt 2 ( g  d1 )  kd (d1  d 2 )  0 (3.21)
J d 2d 2  kd (d1 d 2 )  kt 3 (d 2 l )  0 (3.22)
Jll  kt 3 (d 2 l )  Tout (3.23)
Equations of motions can be arranged in matrix and vector form as;
46
 
Js   s 
 Jp 0  p 
 Jg   g 
 J d1    
   d1 
0 Jd 2 

 J l   d 2 
 l 
(3.24)
 kt1 kt1 0 0 0 0    s   Tin 
 kt1 kt1  km rp 2 km rp rg 0 0 0  p   0 
 0 km rp rg kt 2  km rg 2
kt 2 0 0    g    0 

 0 0 kt 2 kt 2  kd kd 0  d1   0 
 0 0 0  kd kd  kt 3 kt 3  d 2   0 
 0 0 0 0 kt 3 kt 3   l  Tout 
For the case of a dual mass flywheel on the output side of system, the effect of reducing
the dual-mass flywheel's stiffness has been studied. As it can be seen in Figure 3.14,
if the stiffness of the dual mass flywheel decreases, the amplitude of FRFs decrease
between the first natural frequency and the second natural frequency as expected.
As a result, it can be said that when the DMF is added to the geared system, the
vibration amplitudes are reduced.
Figure 3.14 : Effect of stiffness of dual mass flywheel on the FRFs at output side.
Natural Frequencies of system are shown in Table 3.5.
Table 3.5 : Natural frequencies of the system with DMF at output side.
f1 ( Hz ) f 2 ( Hz ) f3 ( Hz ) f 4 ( Hz ) f5 ( Hz ) f6 ( Hz )
0 4.5238 13.141 195.01 235.3 1229.8
47
Mass normalize mode shape matrix is calculated and normalized as the largest element
in the mode shape vector to be unity and mode shapes are plotted in Figure 3.15.
Figure 3.15 : Mode shapes of system with DMF at output side.
In the Figure 3.16, the frequency response functions for varying response locations are
plotted and the numbers of 1,2,3,4,5 and 6 represents the mass of the group of the
crankshaft and SMF, pinion, gear, the first mass and second mass of DMF, and load,
respectively. It is also seen that in if the excitation and response locations are selected
as before and after the dual mass flywheel, the corresponding frequency response
functions have the lower amplitudes as compared the others.
48
Figure 3.16 : Frequency response functions, (Response from varying locations and
excitation from crankshaft).
In Figure 3.17, the cases of using SMF and DMF at input side and output side are
compared. It can be seen that if the DMF are also placed on the output side of system,
it can reduce vibration amplitudes with respect to the case that be used only single
mass flywheel.
Figure 3.17 : Comparison of FRFs of SMF, DMF at input and output side.
at The Both Input and Output Side
The idea in the previous section is extended here in the sense that DMF is used at both
at the input and output sides of the gearbox. In addition to the benefit of reducing the
speed fluctuation of flywheels, DMFs (or similar concepts) can be used to provide
isolation of torsional vibrations. The DMF at the input side is for vibration isolation of
49
the gearbox from the crankshaft while the second DMF at the output side is to provide
isolation between the gearbox and the load. The model presented below in Figure 3.18
is used to here in order to demonstrate the concept.
Figure 3.18 : Configuration of DMF on both input and output side.
The equations of motion of system described in Figure 3.18 can be can be expressed
as;
J d1d1  kd1 (d1  d 2 )  Tin (3.25)
J d 2d 2  kd1(d1 d 2 )  kt1(d 2  p )  0 (3.26)
J p p  kt1 ( s   p )  km rp (rp p  rg g )  0 (3.27)
J g g  kt 2 ( g  d 3 )  km rg (rp p  rg g )  0 (3.28)
J d 3d 3  kt 2 ( g  d 3 )  kd 2 (d 3  d 4 )  0 (3.29)
J d 4d 4  kd 2 (d 3  d 4 )  kt 3 (d 4  l )  0 (3.30)
Jll  kt 3 (d 4  l )  Tout (3.31)
Mode shape matrix are normalized as the largest element in the mode shape vector to
be one and mode shapes are plotted as in Figure 3.19.
50
.
Figure 3.19 : Mode shapes of system with DMF at input and output side.
Natural frequencies of the new configuration can be found in Table 3.6.
Table 3.6 : Natural frequencies of system with DMF at both output and input side.
f1 ( Hz ) f 2 ( Hz ) f3 ( Hz ) f 4 ( Hz ) f5 ( Hz ) f6 ( Hz ) f7 ( Hz )
0 4.28 7.31 17.2 166.76 195 1229.8
In the Figure 3.20, FRFs are corresponding to that the crankshaft is excited and the
response locations are varied, are plotted. The numbers of 1, 2, 3, 4, 5, 6 and 7
represents the mass of the group of the crankshaft and the first mass and second mass
of first DMF, pinion, gear, the first mass and second mass of second DMF and load,
respectively.
51
Figure 3.20 : FRFs for varying excitation locations.
In Figure 3.21, the cases of using DMF at output and input side and single mass
flywheel are compared. In case of using DMFs, there will be two natural frequencies
close to each other. However, amplitudes are lower than the case of using SMF in the
system.
Figure 3.21 : Comparison of FRFs of DMF and SMF.
In Figure 3.22, it can be seen that if the corresponding excitation location of FRFs are
selected as crankshafts and the corresponding response locations are selected as the
load, that all FRFs have lower amplitudes than the case of using SMF as previously
stated in other sections.
52
Figure 3.22 : Comparison of FRFs of DMFs and SMF.
Transmissibility Results of Linear Geared System with DMFs
Transmissibility function is a very useful for assessing the vibration isolation

performances of various systems. In this section, the performance of using DMF in
various configuration is assessed using this transmissibility function. This function
measures the ratio of harmonic output angular displacement to harmonic angular input
displacement. The transmissibility function can be define as;
n
Tr  (3.32)
1
Where Tr , n and 1 represent the transmissibility, angular fluctuations of output and

input. There is an alternative way of obtaining transmissibility by using frequency
response functions. In this way, firstly frequency response function, 11 in which
system is exited from the first mass of the system and response is measured from the
also first mass of the system, is expressed as;
1
11  (3.33)
F1
 n1 function can be defined as;
n
 n1  1n  (3.34)
F1
With using eq. (3.33) and (3.34) both for solution, transmissibility function can be
found as eq. (3.35);
53
 n  n1
Tr   (3.35)
1 11
Transmissibility function graphs of the gear system with DMF and SMF, which eq.
(3.35) is used in calculations is plotted and shown in Figure 3.23. It can be easily figure
out that using DMF instead of SMF will decrease the vibration amplitudes that
transmitted to the output after the first natural frequency.
Figure 3.23 : Transmissibility of the geared system with DMF at input side and
SMF.
In Figure 3.24, the change of second natural frequency of the system that uses DMF
when the amount of second mass is increased whereas the amount of total inertia
remain unchanged, is figured out. If the amount of second mass increased, the value
of natural frequency of system is getting closer to the SMF system’s natural frequency.
After making the values of two masses equal, one can understand that change of the
position natural frequency become slower when the number of inertia of second mass
is increased.
Figure 3.24 : The effect of increasing the value of inertia of second mass of DMF on
transmissibility.
54
In Figure 3.25, the effects of changing the value of DMF’s stiffness on the second
natural frequency can be seen below. While the number of DMF’s stiffness is
decreased, the value of natural frequency of system is becoming more similar of the
number of SMF system.
Figure 3.25 : The effect of stiffness of DMF on the natural frequencies.
In Figure 3.26, transmissibility function in the case of placing DMF at output side, is
plotted and compared with the case of using SMF. It can be seen that DMF at the
output side is also advantageous to use of SMF instead.
Figure 3.26 : Transmissibility function of gear system with DMF at output side.
In Figure 3.27, in the case of using DMF both in the input and the output in the gear
system, the graphs of transmissibility is shown. In this configuration, the third
vibration frequency is shifted down toward the firsts natural frequency of the single-
mass flywheel system.
55
Figure 3.27 : Transmissibility function of gear system with DMF at output side and
input side.
56
NONLINEAR ANALYSIS OF GEAR ROTOR SYSTEMS
Single Degree of Freedom Model for a Gear Pair
In single degree of freedom gear pair model, a gear pair is modeled as rigid discs whose
radius are equal to individual radiuses of base circles, the discs being connected by
spring and damping elements as shown in Figure 4.1 (a). Spring and damping elements
are non-linear which represent time varying mesh stiffness and mesh damping. The
error function is introduced into this model to represent the tooth profile and
manufacturing errors. Backlash function is also included in this model to simulate the
effects of backlash (2b) . In Figure 4.1 (b), the equivalent mass-spring model is
illustrated where me is the equivalent mass, x1 and x2 are linear displacements of teeth
of gear (J2) and pinion (J1) along the line of action.
Figure 4.1 : (a) A model of a gear pair, (b) Equivalent single degree of freedom
model [86].
Referring to Figure 4.1, the angular rotations of the driving (pinion) and driven gear
are expressed as 1 and 2 , respectively. These rotations can be expressed as
1  1t  1 and 2  2t  2 where, for the ith gear,  i and represents the steady
state angular rotation and i represents the angular fluctuation due to the flexibility of
57
teeth. It also is worth stating here that if the run out error of teeth are neglected,
N11 and N22 must be equal to gear mesh frequency m [86]:
N11  N22  m (4.1)
where N1 and N2 are the numbers of the teeth of the pinion and the gear, respectively.
Consequently, if the nominal rotational speed is constant, the mesh stiffness and tooth
profile error can be written as a periodic function [86].
Figure 4.2 : Free-body diagram of sdof system.
The equation of motion of gear pair depicted in Figure 4.2 can be written as;
J11  r1Fm  T1 (4.2)
J 22  r2 Fm  T2 (4.3)
Where, J1 , J 2 , r1 , r2 , 1 , 2 and T1 , T2 are mass moments of the inertia, the radius of

base circles, the total angular rotations and the applied torques to the pinion and gear,
respectively. Fm is the contact force which can be expressed as;
Fm  h(t )  km (t )(r11  r22  e(t ))  cm (r11  r22  e(t )) (4.4)
where km (t ) and cm represent the time varying mesh stiffness and the coefficient of
mesh damping. e (t ) is the static transmission error which is generally modelled as
displacement excitation and h(t ) is the backlash function which will be defined later.
58
By using the expression of the contact force, the equation of motion of gear pair can
be expressed as:
J11  r1h(t )  km (t )(r11  r22  e(t ))  cm (r11  r22  e(t ))  T1 (4.5)
J 22  r2 h(t )  km (t )(r11  r22  e(t ))  cm (r11  r22  e(t ))  T2 (4.6)
In geared systems, if the motion transmissibility is out of interest, the rigid body
motions of the system need not to be solved in the simulation explicitly [86]. Angular
fluctuations cause the vibration and noise in the gear system. For this reason, gear
model depicted Figure 4.2 is a semi-definite system which allows the equations of
motion to be expressed by using a single variable as defined below;
x  r11  r22  e(t ) (4.7)
This new variable x is also called the dynamic transmission error. In order to express
the gear system with only one variable instead of the two angular coordinates, the
equation (4.6) is multiplied by r2 / J 2 , the equation (4.5) is multiplied by r1 / J1 and
then the second one is subtracted from the first one, leading to the equation of motion
in the following form as;
r12 r22
r11  r22  cm (r1  r22  e(t ))(  )
J1 J 2
(4.8)
r2 r 2 r r
h(t ) km (t )(r11  r22  e(t ))  ( 1  2 )  T1 1  T2 2
J1 J 2 J1 J2
Then, inserting the new variable x into eq. (4.8);
me x  cm x  h( x, b)km (t ) x  Ft  Fe (t )  F (t ) (4.9)
where,
1 J1 J 2
me   (4.10)
r 2
r 2
J1r2  J 2 r12
2
1
 2
J1 J 2
r1 r
Ft  (T1  T2 2 )me (4.11)
J1 J2
Fe (t )  mee(t ) (4.12)
59
 x  b, x  b, 
 
h( x, b)   0, x  b,  (4.13)
 x  b, x  b 
 
km (t ) and e (t ) can be expanded in the form of Fourier series [86] as,

km (t )  k0   ai cos(imt )  bi sin(imt ) (4.14)
i 1

e(t )  e0   ai cos(imt )  bi sin(imt ) (4.15)
i 1
The backlash function given in eq. (4.13) is plotted in Figure 4.3 for the backlash value
of 10  m . This function gives zero value in the backlash range and behaves as a linear
function in other ranges as shown in the Figure 4.3.
15
10
2b
h(x,b)
-5
-10
-15
-20 -15 -10 -5 0 5 10 15 20
x
Figure 4.3 : The graph of backlash function.
To simplify the problem, only the first terms of Fourier expansion of mesh stiffness
and error function can be taken into consideration. This leads to expressing the applied
force and the mesh stiffness as in the following forms [9],
F (t )  f0 (1   cos(mt )) (4.16)
km (t )  k0 (1  cos(mt )) (4.17)
60
where f0 and k0 represent the constant (mean) parts of the excitation force and mesh
stiffness. Also,  and  are the parameters to control the varying parts of excitation
force and mesh stiffness.
Using the equations above, the dependency of the system's response on various
parameters can be determined or examined. For this reason, the equation can be written
in dimensionless form as;
p  2 p  (1  cos(m ))h( p)  f0 (1   cos(m )) (4.18)
where
k0 cm m
n 2    m    nt
me 2men n
(4.19)
f x
f0  q
bk0 b
Some sample results from Ref. [9] are reproduced below in Figure 4.4 for illustrative
purposes for various  values. It can be seen that as  increases, the response of the
system differs from sinusoidal motion.
Figure 4.4 : Steady state time series for m  0.5 ,   0.05 ,   0.05 , f  0.1 [86].
0
Modelling and Analysis of Gear Impact Phenomena
The so-called the gear impact model, including backlash, constant mesh stiffness and
damping provides a starting point to analyze impacting gears. Gears are modelled as
61
rigid discs which are connected by spring and damping elements. The contact of the
teeth is schematically illustrated in Figure 4.5.
Figure 4.5 : Model of the teeth contact.
In Figure 4.5,
R1 and R2 : radiuses of the base circles of the pinion and gear,
J1 and J 2 :the moments of inertia of pinion and gear, respectively,
k : contact stiffness,
c : damping coefficient.
T1 and T2 : moments applied to pinion and gear, respectively,
1 and 2 : angular displacements of pinion and gear, respectively.
The energy dissipation that occurs at the contact due to the impact event depends on
the speed of contacting bodies [6]. However, for practical purposes, as in Ref. [87]
62
damping due to teeth contact is modeled as viscous damping and a formula for an
approximate viscous damping coefficient is given as follows:
J 2 R12  J1R2 2
c  2 k (4.20)
J1 J 2
where  represents viscous damping ratio.
The equations of motion of the gear system shown in Figure 4.5 are non-linear due to
the presence of backlash. However, the equations of motion can be divided into three
linear parts as described below [78];
Case 1: r11  r22  b
In this case, the relative displacement R11  R22 is greater than backlash so pinion is
pushing gear hence the equation of motion of gear pair can be expressed as;
J11  T1  R1 Fc (4.21)
J 2 2  T2  R2 Fc (4.22)
where the elastic force is defined as follows,
Fc  k  c (4.23)
and the relative displacement and velocity are expressed as,
  R11  R22  b (4.24)
  R11  R2 2 (4.25)
Case 2: R11  R22  b ( No contact )

If the absolute value of relative displacement is smaller than the backlash, there will
not be any contact between teeth, resulting in uncoupled motions of individual gears,
yielding the following equations of motion;
J11  T1 (4.26)
J 2 2  T2 (4.27)
Case 3: R11  R22  b
63
If the condition R11  R22  b is valid, gear contact occurs at the opposite side and
gear will push the pinion, therefore equation of motion is expressed as,
J11  T1  R1 Fc (4.28)
J 2 2  T2  R2 Fc (4.29)
where the relative displacement and velocity are expressed as;
  R22  R11  b (4.30)
  R22  R11 (4.31)
4.2.1 Validation of the solution method for gear-rotor systems
In what follows, the response of the gear pair system, whose parameters are given in
Table 4.1, are obtained by solving the equations of motion using a program developed
in Matlab [88] environment and the results are compared to those given in Ref. [87].
The program developed in Matlab is named as GRSYS (Gear-Rotor Systems). The
main motivation for doing this was to validate the solution procedure used in GRSYS
developed in this study for the analysis of nonlinear gear systems with single and dual
mass flywheels.
Table 4.1 : Simulation parameters given in Ref. [87].

Pinion Gear
Number of teeth 20 80
Mass moment of inertia 5
(kgm2 ) 1.5285  10 0.0039
Pitch radius (m ) 0.02 0.08

Pressure angle (deg) 20
Face width (m ) 0.01
Half of backlash (m ) 0.00005
Damping ratio 0.05
Simulation Cases -----
Free Vibration Analysis 1  50 rad s 2  0
Constant Torque Analysis T1  1 Nm T2  1 Nm
Harmonic Torque Analysis T1  5sin(1000t ) Nm T2  0
Firstly, the predicted angular velocities of the pinion and gear under given initial
velocities are shown in Figure 4.6 and Figure 4.7, respectively. Predicted results using
64
GRSYS are also compared side by side with those in Ref. [87]. It can be seen that
gears are moving back and forth hitting each other due to the backlash and both gears’
velocities remain constant after the impact. It is also clearly seen that GRSYS
predictions are in perfect agreement with those of Ref. [87].
Figure 4.6 : Comparison of the angular velocities of the pinions, (a) GRSYS
predictions, (b) Ref [87].
Figure 4.7 : Comparison of the angular velocities of the gears, (a) GRSYS
In the constant load case, 1 Nm torque is applied to pinion and, also 1 Nm torque is
applied to gear at opposite direction to represent resistance torque. Angular velocity of
pinion and transmission error are presented in Figure 4.8 and Figure 4.9. In both
figures, at the initial time period of the plots, relative displacement exceeds the
backlash value in both forward and backward directions so double sided impacts occur
in the gear pair. After initial effects, only single sided impacts occur until 0.006
seconds and after 0.006 seconds, relative displacement remain constant and pinion and
gear move smoothly without any impact. Results obtained in GRSYS predictions are
well matched with results in Ref. [87].
65
Figure 4.8 : Comparison of angular velocities of pinions for constant torque case, (a)
GRSYS predictions, (b) Ref [87].
Figure 4.9 : Comparison of transmission errors for constant torque case, (a) GRSYS
In third case, a harmonic torque T  5sin(1000t ) is applied to the pinion and the
system’s responses to this sinusoidal excitation are obtained and presented in Figure
4.10. Since no results for this case are figured out in Ref. [87], the results of our study
are only presented in torsional input case. The time history of transmission error
obtained via GRSYS in Figure 4.10 (a) and as enlarged view in Figure 4.10 (b) shows
that pinion hits the gear several times in forward and backward directions and causes
impact induced vibrations. This phenomenon is called double sided impact which
causes severe vibration and noise problems.
66
Figure 4.10 : Transmission error for sinusoidal torque case, (a) GRSYS predictions,
(b) Enlarged view.
Effects of Mesh Stiffness on Dynamics of Multi Degree of Freedom Geared

Systems
In this section, a model with four degrees of freedom is used to investigate the effects
of mesh stiffness on the dynamics of gear systems. Number of gear pair in contact can
alternate in the mesh period depending on the contact ratio. For the low contact ratio
gear, one or two teeth pair can be in the contact. Likewise, for the high contact ratio
gears two or three teeth can be in contact during the mesh period. Consequently, gear
mesh stiffness alternate during the mesh period depending on the contact ratio. This
property of gear systems introduces strong non-linearity which can excite system and
magnify the vibration levels.
Figure 4.11 : Four degree of freedom gear model [79].
67
As seen in in Figure 4.11, the model has four degrees of freedom and includes time
varying mesh stiffness and bearing flexibility in the y direction. The line of action and
y coordinate are selected to be in the same direction. For this reason, the motion of the
system in x and y directions are uncoupled from each other. The movement of the
system in y direction is of interest here and the equations of motion of the system along
y direction and angular directions can be written as follows,
m1 y1  k1 y1  c1 y1  km (t )( Rb11  Rb 22  y1  y2 )

(4.32)
cm (t )( Rb11  Rb 22  y1  y2 )  0
m2 y2  k2 y2  c2 y2  km (t )( Rb11  Rb 22  y1  y2 )

(4.33)
cm (t )( Rb11  Rb 22  y1  y2 )  0
I11  Rb1  km (t )( Rb11  Rb 22  y1  y2 )  cm (t )( Rb11  Rb 22  y1  y2 )  T1 (4.34)
I 22  Rb 2  km (t )( Rb11  Rb 22  y1  y2 )  cm (t )(Rb11  Rb 22  y1  y2 )  T2 (4.35)
If the equations of motion are written by using matrix and vector notations as;
 J    C     K    T  (4.36)
the following equations are obtained as;
 m1 0 0 0   y1   km (t )  k1 km (t ) km (t ) Rb1 km (t ) Rb 2   y1 

0 m 0 0   y2   km (t ) km (t )  k2 km (t ) Rb1 km (t ) Rb 2   y2 
 2
    
0 0 I1 0  1   km (t ) Rb1 km (t ) Rb 2 Rb12 km (t )  Rb1Rb 2 k m (t ) Rb 2  1 
   
0 0 0 I 2   2   km (t ) Rb 2 km (t ) Rb 2  Rb1Rb 2 km (t ) Rb 2 Rb12 km (t )   2 
(4.37)
 cm (t )  c1 cm (t ) cm (t ) Rb1 cm (t ) Rb 2   y1   0 
 c (t ) c (t )  c cm (t ) Rb1 cm (t ) Rb 2   y2   0 
     
m m 2
 cm (t ) Rb1 cm (t ) Rb 2 Rb12cm (t )  Rb1Rb 2cm (t ) Rb 2  1   T1 

 
 cm (t ) Rb 2 cm (t ) Rb 2  Rb1Rb 2cm (t ) Rb 2 Rb12cm (t )   2  T2 
Where,
I1 :Mass Moment of Inertia of Pinion

I2 :Mass Moment of Inertia of Gear
m1 :Mass of Pinion
m2 :Mass of Gear
1 :Angular Displacement of Pinion
68
2 :Angular Displacement of Gear
y1 :Linear Displacement of Pinion
y2 :Linear Displacement of Gear
Rb1 :Base Radius of Pinion
Rb 2 :Base Radius of Gear
T1 :Applied Torque on Pinion
T1 :Applied Torque on Pinion
T2 :Applied Torque on Gear
km (t ) :Mesh Stiffness
cm (t ) :Mesh Damping
k1 :Bearing Stiffness Coefficient of Pinion
k2 :Bearing Stiffness Coefficient of Gear
c1 :Coefficient of Damping of Bearing of Pinion
c2 :Coefficient of Damping of Bearing of Gear
N1 :Teeth Number of Pinion
N2 :Teeth Number of Gear
In this model, mesh stiffness is modeled as a rectangular waveform for simplicity. A
crack in the root of tooth is also added and modelled as a reduction in mesh stiffness
to show and magnify the effect of mesh stiffness. The system parameters in Ref [79],
also listed below in Table 4.2, are used in the dynamic simulations in this section.
Table 4.2 : Parameters of four degree of freedom model [79].

k1  k2 6.56 107 N / m
c1  c2 1.8 105 Ns / m
Rb1 , Rb 2 0.02834 m , 0.07160 m
T1 , T2 11.8 Nm , 30.06 Nm
m1 , m2 0.96 kg , 2.88 kg
I1 , I 2 4.3659 104 kgm2 , 8.3602 103 kgm2
N1 , N2 19 , 48
In Figure 4.12, the mesh stiffness of gear pair in which pinion has cracked tooth is
plotted. It can be seen that crack on tooth causes a decrease in mesh stiffness, 30%
reduction in this case. The shaft rotation speed is set at 30 Hz and the mesh frequency
is calculated as 570 Hz which is the number of teeth multiplied by the shaft rotation
speed.
69
Figure 4.12 : Mesh stiffness of a gear pair with a cracked tooth (%30 reduction in
mesh stiffness).
Various sizes of crack on the tooth root are modelled as percentage of reductions in
mesh stiffness. Table 4.3 lists various cases considered in this thesis.
Table 4.3 : Levels of reduction in mesh stiffness.

Cases Reduction Cases Reduction
1 %1 6 %10
2 %2 7 %20
3 %3 8 %30
4 %4 9 %40
5 %5 10 %50
Considering that only one tooth has a fault, various cases of mesh stiffness presented
in Table 4.3 and tooth breakage cases are depicted in Figure 4.13 through one rotation
of pinion shaft.
Figure 4.13 : Mesh stiffness through one shaft period.
70
Numerical Simulations
Numerical simulations are carried out to investigate the effect of the levels of the
reduction in the mesh stiffness which are listed in the Table 4.3. The following results
are obtained at steady state condition in which the pinion is rotated at a rate of 30 Hz
and other parameters are given in Table 4.2.
For a healthy gear pair (i.e., without crack), the acceleration of the gear 2 in y2 direction
is given in Figure 4.14.
Figure 4.14 : Acceleration of gear 2 in y2 direction.
The results in Figure 4.14 are zoomed for a narrow period of time including single and
double pairs of gears in mesh in Figure 4.15 where it is seen that the response levels
for single tooth pair duration and double tooth pair duration are different from each
other. The vibration amplitude during single pair in mesh is higher than that of the
double teeth in mesh due to the low stiffness compared to double teeth case.
Figure 4.15 : Enlarged view of acceleration of gear 2 in y2 direction.
71
For some cases listed in Table 4.3, response levels of the system are predicted and
corresponding spectrums of the accelerations of gear 2 are calculated and plotted in
Figure 4.16. It can be seen that as the reduction in the mesh stiffness due to a possible
crack increases, side bands show up and gear mesh frequencies and their harmonics
are not to be affected too much.
Figure 4.16 : Spectrum of accelerations of gear 2 in y2 direction, (a) %5, (b) %10,
(c) %20, (d) %50 reductions in mesh stiffness.
A zoomed plot of Figure 4.16 is presented in Figure 4.17 where it can be seen that the
side bands are beginning to appear when the mesh stiffness is reduced, i.e., when the
level of fault is increased. The closely spaced side bands can be seen in the case that
the mesh stiffness is reduced by 40%. The frequency of these sidebands is seen to be
at the shaft rotation speed of 30 Hz.
72
Figure 4.17 : Enlarged view of side bands (%40 reduction in mesh stiffness).
Inspection of the results in Figure 4.16 and Figure 4.17 reveals that vibration
amplitudes at gear mesh frequency and its harmonics are not much increased when
single tooth has a crack (stiffness reduction). However, such a reduction in mesh
stiffness cause significant vibration increase in the sidebands when the stiffness
reduction is greater than about 30%. Similar results are found in Ref. [11].
The percentage change of RMS and Kurtosis values of the accelerations of gear 2 for
the cases given in Table 4.3 are shown in Figure 4.18. RMS and Kurtosis values do
not respond for low changes in the mesh stiffness. However, after 10 percent reduction
in the mesh stiffness, Kurtosis value can provide a better indication of failure than
RMS value can.
Figure 4.18 : RMS and Kurtosis values of the accelerations of gear 2 for the cases in
Table 4.3.
73
Nonlinear Analysis of GRSYS Including SMF and DMF
In this section, the use of single and dual mass flywheel in gear systems are
investigated and advantages of using dual mass flywheel for reducing impact induced
vibrations on gear rotor systems are determined. Appropriate gear system models are
used here to include the single and dual mass flywheels as described in the next
sections.
4.4.1 Modelling and analysis of GRSYS with SMF
Firstly, the gear rotor system with single mass flywheel shown in Figure 4.19, is
derived from the linear model which is explained in detail in section (3.1) and depicted
in Figure 3.1, by introducing nonlinear backlash function.
Figure 4.19 : Nonlinear model of GRSYS with SMF.
Equation of motion of the nonlinear system shown in Figure 4.19 can be written as;
J ss  kc (s   p )  cc ( s   p )  Tin (4.38)
J p p  rp Fm  kc ( s   p )  cc ( s   p )  0 (4.39)
J g g  kt ( g  l )  ct ( g  l )  rg Fm  0 (4.40)
J ll  kt ( g  l )  ct ( g  l )  Tout (4.41)
74
The explanations of the expressions in the above equations are explained in detail in
section (3.1). Unlike the linear model described before in section (3.1), a nonlinear
mesh force has appeared in the above equations. Considering the backlash in the
GRSYS, the nonlinear mesh force can be written as;
Fm  km f ( )  cm f ( ) (4.42)
Where the relative displacement is expressed as;
  Rb11  Rb 22 (4.43)
Nonlinear backlash function f ( ) can be expressed as a piecewise function as;
1  b 
 
f ( )   0  b (4.44)
1   b 

where b is the half of the backlash distance whose value can be found in Table 4.4.
Since the damping phenomenon for the gears is very complex, the following
equivalent formula, frequently encountered in the literature [89], is used in modelling
damping in this gear model. This approach provides gear mesh damping coefficient
as;
J pJg
cm  2 km ( ) (4.45)
J pr 2g  J g r 2 p
The damping of shafts and clutch are also modelled as viscous damping by using the
following equation:
J i J i 1
ci  2 ki ( ) (4.46)
J i  J i 1
The viscous damping coefficients cc and ct are also calculated by using formula (4.46)
In this subsection, dynamic analysis is performed by using the parameters of the
GRSYS with single mass flywheel that are listed in Table 4.4.
75
Table 4.4 : Parameters of nonlinear GRSYS model with SMF.
Torsional Stiffness of Clutch (N m/rad) kc  0.3103
Torsional Stiffness’s of Shaft (N m/rad) kt  5 106
J s  0.13, J p  0.0116
J g  0.0762 J l  0.1
Damping Coefficient (  ) 0.02
Backlash (µm) 50
Steady State Rotational Speed ( 1 ) 2 f1  2 25 rad/s
Frequency of speed fluctuation ( 2 ) 2 f1  2 75 rad/s
Amplitude of displacement fluctuation
0.2 rad
(A)
The GRSYS is driven by harmonic angular velocity from the crankshaft to examine
how the transmission error is changed when a single mass flywheel is added to
GRSYS. The system input is given by  s  1t  Asin 2t  where,  1 ,  2 and A are
the steady state rotation speed, the frequency and amplitude of the angular
displacement fluctuation, respectively, that can be found in Table 4.4. In the case of
using a single-mass flywheel, the transmission error is calculated and plotted as in
Figure 4.20. It can be said that double sided impacts which can give rise to rattle noise
and severe vibrations are seen in the Figure 4.20.
Figure 4.20 : Transmission error of GRSYS with SMF.
76
In Figure 4.21, the enlarged view of Figure 4.20 is presented. It can be seen that gear
tooth came into contact and continue to hit the counter teeth and after two impact, stay
in contact and turn to back to hit in backward direction. Dashed line represent the
backlash limit and if the relative displacement exceeds the backlash limit, the teeth
came into contact.
Figure 4.21 : Enlarged view of TE with SMF.
The time response of the angular velocity of output in which steady state velocities are
removed, is calculated and plotted in Figure 4.22.
Figure 4.22 : The angular velocity of the load at 1500 rpm (SMF).
In the case of using single mass flywheel, soft clutch spring provides some vibration
isolation between the crank shaft and the gear system. However, it appears that there
is still a considerable amount of vibrations transmitted to the gear pair. In what follows,
77
similar analyses are carried out using Dual Mass Flywheel (DMF) so as to determine
any benefit that DMF can offer.
4.4.2 Modelling and analysis of GRSYS with DMF
In this sub section, a single mass flywheel in GRSYS is replaced with a dual mass
flywheel as shown in Figure 4.23. Basically, the single mass flywheel in the previous
section is divided into two parts. However, the total inertia remains the same with SMF
to show the effectiveness of DMF on the reducing the torsional fluctuations.
Figure 4.23 : Nonlinear model of GRSYS with DMF.
The gear rotor system shown in Figure 4.23 is derived from the model depicted and
explained in section (3.1) by introducing nonlinear backlash function as explained in
the previous subsection.
Equation of motion of the nonlinear system depicted in Figure 4.23 can be written as;
J d 1d 1  kd (d 1  d 2 )  cd (d 1  d 2 )  Tin (4.47)
J d 2 d 2  kt1 ( d 2   p )  kd ( d 1   d 2 )  ct1 ( d 2   p )  cd ( d 1   d 2 )  0 (4.48)
J p p  rp Fm  kt1 ( s   p )  ct1 ( s   p )  0 (4.49)
J g g  kt 2 ( g  l )  ct 2 ( g  l )  rg Fm  0 (4.50)
J ll  kt 2 ( g  l )  ct 2 ( g  l )  Tout (4.51)
78
The gear mesh force is the same as in equation (4.42), and the other expressions in the
equations (4.47)-(4.51) are explained section (3.1) in detail. Parameters of the GRSYS
with DMF are given in Table 4.5.
Table 4.5 : Parameters of nonlinear GRSYS model with SMF.

Torsional Stiffness of Clutch (N m/rad) kc  0.3103
Torsional Stiffness’s of Shaft (N m/rad) kt  5 104
Torsional Stiffness of DMF (N m/rad) kd  0.1103
J d 1  0.08, J d 2  0.05, J p  0.0116
J g  0.0762 J l  0.1
Damping Coefficient (  ) 0.05
Backlash (m) 0. 00005
Steady State Rotational Speed ( 1 ) 2 f1  2 25 rad/s
Frequency of speed fluctuation ( 2 ) 2 f1  2 75 rad/s
Amplitude of displacement fluctuation
0.2 rad
(A)
In Figure 4.24, the transmission error of GRSYS when dual mass flywheel is integrated
to the system, is calculated and plotted. It is shown that the transmission error becomes
irregular but it is also seen that there are no serious impacts as compared to the case of
only using single mass flywheel instead.
Figure 4.24 : Transmission error of GRSYS with DMF.
79
In Figure 4.25, the enlarged view of Figure 4.24 is plotted and it appears that the teeth
does not have too much contact depth at the moment of contact and that indicates the
impacts are not as severe as those when SMF is used.
Figure 4.25 : Enlarged view of transmission error of GRSYS with DMF.
In Figure 4.26, torsional speed fluctuations of the load are plotted by using the same
parameters which are used for GRSYS with SMF. It can be seen that introducing DMF
into the GRSYS can significantly decreases the speed fluctuations compared to the use
of single mass flywheel. The level of angular fluctuation on the load is about ten times
lower than that when SMF is used.
Figure 4.26 : The angular velocity of the load at 1500 rpm (DMF).
80
4.4.3 Comparisons of the dynamic of GRSYS’s with SMF and DMF
The effect of backlash size is investigated by introducing various backlashes given in

Table 4.5. For the various backlash values, the transmission error is calculated and
shown in Figure 4.27 for GRSYS with SMF, respectively.
Table 4.5 : Various size of backlash.

b1 (μm) b2 (μm) b3 (μm)
10 25 75
In Figure 4.27, it can be concluded that if the length of backlash is increased, impacts
hence the transmission error will increase due to the fact that gear teeth will have more
space to gain energy and hit severely to mated teeth.
Figure 4.27 : Transmission error of GRSYS with SMF for various backlashes (a)
𝑏1 = 10 μm, (b) 𝑏2 = 25 μm, (c) 𝑏3 = 75 μm.
In geared systems, there are usually counter-torques due to friction and elements that
are connected to the output of the system, even though the most problematic situation
in terms of noise and vibration is the case when there is no counter torque. However,
81
if there is a certain torque on the output side, we can examine how the transmission
error will change when SMF or DMF are used in gear systems
In Figure 4.28, the effect of the increasing the output torque on the transmission error
is calculated and plotted for the GRSYS with SMF. It can be seen that in Figure 4.28
(d), even the torque is 50 Nm which is very high compared to torque used in Figure
4.30 (e), double sided impacts still occur.
Figure 4.28 : Transmission error of GRSYS with SMF for various torque levels (a)
𝑇𝑜𝑢𝑡 = 0.1 Nm, (b) 𝑇𝑜𝑢𝑡 = 1Nm, (c) 𝑇𝑜𝑢𝑡 = 10 Nm, (d) 𝑇𝑜𝑢𝑡 = 50 Nm.
However, in Figure 4.29, for the various backlash values, it can be seen that impacts
are not as strong as the case when SMF is used, even for higher levels of backlash
when DMF is used.
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Figure 4.29 : Transmission error of GRSYS with DMF for various backlashes (a)
𝑏1 = 10 μm, (b) 𝑏2 = 25 μm, (c) 𝑏3 = 75 μm.
The effect of increasing the torque on the output of a dual mass flywheel system on
the transmission error is investigated and some relevant results are presented in Figure
4.30. Even if the torque value is low, e.g., 1Nm in Figure 4.30 (e), transmission error
becomes almost zero and gears stay in contact only in the direction of forward rotation.
As a results, using DMF on geared systems can reduce level and occurrence of double
sided impacts which cause the high noise and vibration.
83
Figure 4.30 : Transmission error of GRSYS with DMF for various torque levels (a)
Tout  0.1 Nm , (b) Tout  0.5 Nm , (c) Tout  0.75 Nm , (d) Tout  0.9 Nm , (e) Tout 1 Nm .
4.4.4 Transmissibility of nonlinear GRSYS
In this sub section, when GRSYS is excited by a certain harmonic drive from the
crankshaft, it is examined how much of this excitation is transmitted to the output of
the gear system, i.e., to the load. Transmissibility results for a certain frequency range
is calculated for single and dual mass flywheels. Here, the frequency of the sinusoidal
fluctuation caused by crankshaft is set by three times the frequency of the constant
84
rotational speed which is inspired by the working principle of the internal combustion
engines. Since the gear system is nonlinear, it is not possible to define the
transmissibility as for the linear systems since the angular displacement signal
obtained at the output side will not be exactly sinusoidal. For this reason,
transmissibility is defined here by considering two different definitions. In first
definition, amplitude of the output angular displacement obtained at excitation
frequency will be compared with the amplitude of the input angular displacement as;
out _ f
TR f  (4.52)
in _ f
Where  out _ f and  in _ f represent the oscillatory amplitudes of the output and input
angular displacement at the excitation frequency.
Another version of transmissibility is defined as the ratio of the RMS of the oscillatory
angular displacement of the output to that of the excitation signal. It can be expressed
as;
out _ rms
TR f  (4.53)
in _ rms
Where  out _ f and  in _ f represent the oscillatory amplitudes of the output and input
RMS angular displacements.
In order to perform frequency sweep, the input is driven by the following signal.
in  1t  Asin(2t ) (4.54)
Where 1 , 2 and A represent the steady state angular velocity, the frequency of the
angular fluctuation and amplitude of the angular displacement of the fluctuation,
respectively.
Transmissibility graphs are calculated and plotted in Figure 4.31 for the cases of single
and dual mass flywheels together by using eq. (4.53). After introducing DMF,
transmissibility results give better results after passing the first natural frequency
except around second natural frequency of DMF. However, the effect of increasing
amplitudes around the second natural frequency after adding DMF can be minimized
by introducing additional damping.
85
Figure 4.31 : Transmissibility results of GRSYS with DMF and SMF.
As can be seen clearly from the enlarged view of Figure 4.31, in Figure 4.32, that better
results can be obtained in the case of using dual mass flywheel. In other words, the
load in the gear system receives less torsional vibrations when DMF is used.
Figure 4.32 : Enlarged view of transmissibility results.
In the Figure 4.33, RMS values for the definition of transmissibility function are
calculated and plotted by using eq. (4.53). It can be seen that similar results are
obtained with the case of calculating transmissibility at excitation frequency.
Introducing DMF into the GRSYS causes significant reduction of vibration levels
compared to using SMF.
86
Figure 4.33 : Transmissibility RMS results of GRSYS with DMF and SMF.
In what follows, the responses of the system that is driven in certain frequencies are
examined in time and frequency domains in order to further illustrate the non-linear
behavior of the system. The time response of the angular velocities of GRSYS with
DMF and SMF are shown in Figure 4.34, where the rotation speed is 720 rpm which
corresponds to the harmonic excitation frequency of 2160 rpm. In Figure 4.34, the
output speed fluctuations of the systems with DMF and SMF are presented in red and
blue lines, respectively. As clearly seen, the fluctuation of the amplitude of the output
speed seems to be greatly reduced when DMF is incorporated into system. It is also
worth stating here that, since the system is nonlinear due to the backlash, the output is
not sinusoidal although the fully sinusoidal input is applied into the system.
Figure 4.34 : Comparison of angular velocities of GRSYS with DMF and SMF.
87
In Figure 4.35 (a) and (b), the frequency spectrums of GRSYS with SMF and DMF
are calculated and plotted for the parameters used as in Figure 4.34, respectively. It
can be seen that peaks at 36 Hz, 108 Hz and 180 Hz are decreased after replacing SMF
with DMF in Figure 4.35 (b). Additionally, peak are seen at 4 Hz which is the first
natural frequency of GRSYS after adding DMF in Figure 4.35 (b).
Figure 4.35 : Frequency spectrum of GRSYS, (a) with SMF, (b) DMF.
Investigation of Gear System with Flywheels in Adams
For more complex models to be simulate, the gear rotor systems with flywheels are
modeled in Adams which provides to simulate the multibody dynamic mechanisms
88
[90]. Firstly, the gear pair model is verified by using the results of Ref [87]. Finally,
the effect of adding dual mass flywheels to the geared model is investigated.
4.5.1 Adams model and validation with previous results
Firstly, in Figure 4.36 (a), simple gear pair model is shown and the contact parameters
are specified in Figure 4.36 (b). Gear pair modelled in Adams is validated with the
results of the Ref [87]. It should be noted here that the contact algorithm in Adams is
extremely sensitive to the contact parameters, so the contact parameters should be
adjusted by performing multiple analyzes until the response of the system is changed.
Figure 4.36 : (a) Gear pair modelled in Adams, (b) Contact parameters of mesh
stiffness.
The predicted angular velocities of the pinion and gear under given initial velocities
which are given in Table 4.1, are shown in Figure 4.37 and Figure 4.38, respectively.
Predicted results using the gear pair model in Adams are also compared side by side
with those in Ref. [87] in the same way as in sub section 4.2.1 . Details of the results
are investigated in section 4.2.1 in details. Secondly, in the constant load case, 1 Nm
torque is applied to pinion and, also 1 Nm torque is applied to gear at opposite direction
to represent resistance torque. The predicted angular velocities of the pinion and gear
under constant torque are shown in Figure 4.39 and Figure 4.40, respectively. The
results are the similar to the results obtained in Ref [87].
89
Figure 4.37 : Angular velocity of pinion (a) Gear pair in Adams, (b) Ref [87].
Figure 4.38 : Angular velocity of gear (a) Gear pair in Adams, (b) Ref [87].
However, in Figure 4.39 (a), some discontinuous are seen in the predictions of angular
velocities. It is assumed that contact algorithm can cause this type of discontinues.
Similar numerical problems have been encountered in Refs. [94, 95].
Figure 4.39 : Angular velocity of Pinion (a) Gear pair in Adams, (b) Ref [87]
(Constant Load).
90
Figure 4.40 : Angular velocity of Gear (a) Gear pair in Adams, (b) Ref [87]
(Constant Load).
4.5.2 Modelling of gear rotor system with single and dual mass flywheels
Dual mass flywheel integrated gear rotor system is modelled by connecting two
inertias by a torsional spring and shown in Figure 4.41. Load and gear are connected
by shaft which is also modelled as torsional spring. Gear contact is modelled by using
contact force function which is built in function in Adams by defining contact
parameters that are shown in Figure 4.36 (b).
Figure 4.41 : Dual mass integrated gear rotor system.
In Figure 4.42 (a) and (b), angular velocities of the load are plotted for the SMF and
DMF integrated gear rotor systems. The gear rotor system is driven at a constant speed
of 25 Hz with a speed fluctuation of 75 Hz. It can be seen that peaks at the excitation
frequencies are lowered after introducing DMF into the gear rotor system. These
results are consistent with the results previously obtained in Figure 4.35.
91
Figure 4.42 : Gear rotor system (a) with SMF, (b) with DMF.
92
CONCLUSIONS AND RECOMMENDATIONS
Conclusions
The main purpose of this thesis is to investigate the benefits of using dual mass
flywheel in reduction of vibration amplitudes of gear systems. For this purpose, linear
and nonlinear models are built and analyses are conducted.
In this context, lumped parameter models are created. Firstly, a linear model of a gear
system containing a dual mass flywheel is built to examine the possible advantages of
using a dual mass flywheel under various configurations. The configurations examined
include a dual mass flywheel being placed between the crankshaft and the gear pair,
between the gear pair and the load and between the crankshaft and the gear pair as well
as between the gear pair and the load. Natural frequencies and frequency response
functions of the gear system with dual mass flywheel are calculated. Additionally,
transmissibility functions are calculated and presented for different configurations.
Furthermore, the coefficient of the connecting torsional spring of the dual mass
flywheel is considered to be a design variable and its effect on the frequency response
functions and transmissibility of the system is examined. It is observed that the dual
mass flywheel acts as a vibration isolator if the connecting torsional spring’s
coefficient is selected such that the first natural frequency of the system is far below
the first natural frequency of the gear rotor system. It is further found that the most
effective configuration is achieved when the dual mass flywheel is placed only
between the crankshaft and the gear pair at this configuration reduces the vibrations
significantly at the output of the gear system. In addition, considerable reduction in
transmissibility is achieved using a dual mass flywheel placed both at the input and
the output of the gear system. However, it is seen that the addition of the second dual
mass flywheel introduces an additional natural frequency to the system which acts as
a low frequency resonance situation. Though the vibrations caused by this additional
resonance can be reduced by adding appropriate level of damping, the addition of a
second dual mass flywheel may not be desirable in practice. Consequently, it is
93
decided to investigate the effect of using a dual mass flywheel at the input of the gear
system in detail via nonlinear analyses.
Subsequently, nonlinear analyses are conducted in order to examine the efficiency of

the dual mass flywheel using a more realistic and accurate models. Firstly, nonlinear
gear models are examined and gear dynamics are studied. In this context, a nonlinear
gear-rotor system is modelled and with the addition of the dual mass flywheel, the
difference in efficiency between the dual mass flywheel and the single mass flywheel
is investigated. A harmonic excitation is applied to both systems, i.e., system with the
dual mass flywheel and the system with the single mass flywheel and transmission
errors of both systems are compared. Relatively, much stronger impacts are seen
between the teeth of the contacting gears in the case of single mass flywheel whereas
mild impacts are observed in the case of dual mass flywheel. Furthermore, the effect
of backlash on transmission error is examined. It is observed that the intensity of tooth
impact is increased with increasing the backlash in the case of single mass flywheel.
However, in the case of dual mass flywheel, no significant change in the intensity of
impacts is observed as a result of increasing backlash.
Additionally, transmissibility functions are defined for nonlinear analyses. However,

due to the nonlinearities, it is not possible to define a direct transmissibility function.
Thus, two different pseudo-transmissibility functions are defined for the nonlinear
models. The first of the pseudo-transmissibility functions is defined as the ratio of the
oscillatory amplitude of the output signal to the oscillatory amplitude of the input
signal where the frequency of both signals are equal to the frequency of the excitation
signal. The second of the pseudo-transmissibility functions is defined as the ratio of
the RMS value of the oscillatory component of the output signal to the RMS value of
the oscillatory component of the input signal. The results obtained from both pseudo-
transmissibility functions show that vibrations are significantly reduced due to the
addition of the dual mass flywheel. Finally, the efficiency of DMF on reducing
vibrations is also shown by modelling gear rotor system in Adams program.
Future Recommendations
Below points are suggested as future work in order to guide future studies on the
subject:
94
 The stages of the gear system can be increased and dynamic models with more degrees
of freedom can be built in order to investigate the efficiency of the dual mass flywheel.
 Helical gear systems can be modelled to investigate the effect of the dual mass
flywheel on the system’s vibration and noise.
 This thesis only covers the torsional vibrations of the gear rotor system. In addition to
the torsional vibrations, vibrations in other directions can be modelled to investigate
the effects of the dual mass flywheel on vibration and noise due to tooth collision.
 In order to develop a more realistic gear system model, MSC Adams can be used to
model a multi-level gear system including a dual mass flywheel and the system’s
dynamic behavior can be examined. In such a model, the effects of bearings and tooth
contacts can be investigated using a more realistic model.
 Numerical predictions in this thesis can be validated and improved using measured
results and the dynamic models can be updated for increased correlation with measured
results.
95
96
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CURRICULUM VITAE
Name Surname : Yusuf Saygılı
Place and Date of Birth : Istanbul, 1990
E-Mail : saygiliy15@itu.edu.tr
EDUCATION
 B.Sc. : 2013, YTU, Mechanical Engineering
105

Torsional Vibrations of Gear Systems With Single and Dual Mass Flywheels Modelling and Analyses

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Torsional Vibrations of Gear Systems With Single and Dual Mass Flywheels Modelling and Analyses

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ISTANBUL TECHNICAL UNIVERSITY  GRADUATE SCHOOL OF SCIENCE

ENGINEERING AND TECHNOLOGY

TORSIONAL VIBRATIONS OF GEAR SYSTEMS WITH SINGLE AND DUAL

Department of Mechanical Engineering

Machine Dynamics, Vibration and Acoustics Programme

TORSIONAL VIBRATIONS OF GEAR SYSTEMS WITH SINGLE AND DUAL

Department of Mechanical Engineering

Machine Dynamics, Vibration and Acoustics Programme

Thesis Advisor: Prof. Dr. Kenan Yüce ŞANLITÜRK

TEK VE ÇİFT KÜTLELİ VOLAN İÇEREN DİŞLİ SİSTEMLERİNİN

YÜKSEK LİSANS TEZİ

Makina Mühendisliği Anabilim Dalı

Makina Dinamiği, Titreşim ve Akustiği Programı

Tez Danışmanı: Prof. Dr. Kenan Yüce ŞANLITÜRK

Thesis Advisor: Prof. Dr. Kenan Yüce ŞANLITÜRK ..............................

Jury Members: Assoc. Prof. Dr. Erdinç ALTUĞ .............................

Assoc. Prof. Dr. Hasan KÖRÜK ..............................

Date of Submission : 02 May 2018

May 2018 Yusuf SAYGILI

DMF : Dual Mass Flywheel

J : Mass Moment of Inertia

Table 3.1 : Parameters of the system with SMF. ................................................. 35

Figure 1.1 : Gear tooth models [4]. ..........................................................................2

Nowadays, the expectation of comfort and performance from vehicles is at an

Günümüzde taşıtlardan konfor ve verim açısından beklentiler artmaktadır. Taşıtlarda

In this section, a myriad of researches in literature are investigated linked with

1.2.1 Transmission error and mesh stiffness

When calculating transmission error analytically, gear tooth is modelled as non-

Figure 1.1 : Gear tooth models [4].

An optimization algorithm is developed to reduce mesh harmonics of frequency

1.2.1.2 Numerical models

Tamminana et al [25] suggested two models to predict the relationship between

1.2.1.3 Experimental studies

Effect of tip modification on the dynamic transmission error is investigated

Figure 1.3 : Different configurations of tip modifications [3].

1.2.2 Gear dynamic models

 Simple dynamic factor models

 Models with tooth compliance

 Models for gear dynamics

 Models for geared rotor dynamics

 Models for torsional dynamics

1.2.2.1 Singe degree of freedom models

Figure 1.4 : Single degree of freedom model [33].

 Determination of dynamic factor

 Effects of time varying mesh stiffness

 Effects of friction and wear

 Modelling of the gear faults

1.2.2.2 One stage gear models

Figure 1.6 : Mathematical model used in [44,45].

Figure 1.7 : Spur gear model used in [46].

Siyu et al. [47] examined the dynamic behavior of a six-degree-of-freedom gear

1.2.2.3 Multi-stage gear models

Figure 1.9 : Transmission model used in [51].

Idehara et al. [53] developed a three-degrees-of-freedom dynamic model to study the

1.2.3 Condition monitoring techniques used in gearbox fault detection

Objectives and Outline of Thesis

Main Factors Affecting Gear Noise and Vibration Levels

 Unbalancing and misalignments of gears and a bending of shaft, cause

The transmission error can be mathematically formulated as follows [71] ;

TE  R22  R11 [m] (2.2)

 Deformation of mating tooth under load

 Tooth spacing error

 Tooth profile errors