n class="cs_fig_con">Figure 11. Deformation at stiffness 22 MPa.

Figure 12. Deformation at stiffness 15 MPa.

Figure 13. Deformation at stiffness 9 MPa.

Figure 14. Deformation at stiffness 8 MPa.

Figure 15. Deformation at stiffness 7 MPa.

analysis. In this analysis, some nonlinearity, such as plasticity will be ignored, even if those are defined. All loads and displacements vary sinusoidal at the same known frequency (although not necessarily in phase). Joints are not allowed in harmonic response analysis. The stiffness as well as damping of springs is taken into account in a Full method of harmonic response analysis. In a Mode Superposition harmonic response analysis, the damping from springs is ignored.

For the damper, boundary conditions are given as cylindrical support and acceleration which is in X direction for Harmonic analysis. So for the damper the maximum frequency in X direction is found out. Following Amplitude Verses Frequency graphs (Figures 16-23) are investigated to get the maximum frequency in X direction for different stiffness.

Figure 16. Frequency response for 25 MPa.

Figure 17. Frequency response for 24 MPa.

Figure 18. Frequency response for 23 MPa.

Figure 19. Frequency response for 22 MPa.

Figure 20. Frequency response for 15 MPa.

Figure 21. Frequency response for 9 MPa.

Figure 22. Frequency response for 8 MPa.

Figure 23. Frequency response for 7 MPa.

5. Conclusion

The Dynamic Damper is attached to one half shaft of CV Joint serves to dampen harmonic vibrations in the drive train and to stabilize the shaft as it spins. It is available in market with stiffness 5 MPa to 25 MPa. From the analysis values, it is concluded that the 8 MPa stiffness is the one which is best suited and resonance criteria satisfied. At 8 MPa the first mode frequency is 58 Hz and maximum natural frequency in X Direction is found as 138 Hz. In Harmonic Analysis the maximum amplitude found at 140 Hz. So the resonance criteria are satisfactory. As the forced frequency range is given as 50 Hz to 150 Hz. Necessary experimental work is performed to validate finding which is out of scope of paper.

REFERENCES

  1. E. Jack, “Automotive Technology: A System Approach,” 3rd Edition, Thomson Delmar Learning, Clifton Park, 1982, pp. 901-907.
  2. S. Magirius and D. Booker, “High Speed Constant Velocity Joints, for Car and Light Truck Driveshaft,” SAE Paper 950891, 2005.
  3. F. Greg and N. Y. Wani, “Finite Element Model Correlation of an Automobile Propshaft with Internal and External Damper,” SAE Paper 2004-01-0862, 2004.
  4. S. Yu, “Development of Dual Mode Engine Crank Damper,” SAE Paper 2003-01-1675, 2003.
  5. G. Flesch and O. Zambarda, “The Application of Experiments to a Constant Velocity Plunging Joint Manufacturing Process,” SAE Paper 2003-01-3524, 2003.
  6. A. Albert and A. Howle, “Design Issues in the Use of Elastomers in Automotive Tuned Mass Dampers,” SAE Paper 2007-01-2198, 2007.
  7. M. Tetsuji, “Influence of Dynamic Damper Pulley Design on Engine Front Noise,” SAE Paper 2001-01-1419, 2001.

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