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SYSTEM: Gear train with friction and inertia: J T,θ ,F T

A two-gear train system is modeled that transmits torque from one gear to another. The model accounts for inertia, viscous friction, applied torque, angular displacement, velocity, and the gear ratios. The relationships between these variables for each gear are defined. Reflecting the model from gear 2 to gear 1, the inertia, friction, torque, displacement, and velocity values are scaled by the gear ratio. A control system could be added to limit the angular velocity of gear 2 for applications like vehicle transmissions.

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Sai
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98 views

SYSTEM: Gear train with friction and inertia: J T,θ ,F T

A two-gear train system is modeled that transmits torque from one gear to another. The model accounts for inertia, viscous friction, applied torque, angular displacement, velocity, and the gear ratios. The relationships between these variables for each gear are defined. Reflecting the model from gear 2 to gear 1, the inertia, friction, torque, displacement, and velocity values are scaled by the gear ratio. A control system could be added to limit the angular velocity of gear 2 for applications like vehicle transmissions.

Uploaded by

Sai
Copyright
© © All Rights Reserved
Available Formats
Download as PDF, TXT or read online on Scribd
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SYSTEM: Gear train with friction and inertia

Model Representation
T,θ1,Fc1
N1

J1 T1
B1
Gear Train with N2
two gears.
J2
B2 T ,θ ,F
2 2 c2

A gear train is a mechanical device that transmits energy from one part of the system to
another in such a way that force, torque, speed, and displacement may be altered. These
devices can also be regarded as matching devices used to attain maximum power transfer.
The relationships between the torques T1 and T2, angular displacement Θ1 and Θ2, and
the teeth numbers N1 and N2 of the gear train are:
 The number of teeth on the surface of the gears is proportional to the radii r1 and r2
of the gears; that is,
r1N2 = r2N1

 The distance travelled along the surface of each gear is the same. Thus,
Θ1r1 = Θ2r2

 The work done by one gear is equal to that of the other since there are assumed to
be no losses. Thus,
T1Θ1 = T2Θ2
If the angular velocities of the two gears ω1 and ω2 are brought into the picture, through
lead to-

(T1| T2) = (Θ2| Θ1) = (N1| N2) = (ω1| ω2) = (r1| r2) (Eq – (1))
As shown in the figure, T represents the applied torque, T1 and T2 are the transmitted
torque and B1 and B2 are the viscous friction coefficients due to which the actual torque of
the gear1 is different from the applied torque T.
By this mechanism the gear2 rotates it experiences a torque T1 given by :

T(t) = J1α1 + B1ω1 + T1(t)


T(t) = J1 (d2Θ1|dt2) + B1 (dΘ1| dt) + T1(t)
The torque equation for gear 2 is
T2(t) = J2α2 + B2ω2
T(t) = J2(d2Θ2|dt2) + B2(dΘ2|dt)
Using Eq-(1),
T1(t) = (N1| N2) T2(t)
= J1 (N1| N2) (d2Θ2|dt2) + (N1| N2) B2 (dΘ2| dt)
= J1 (N1| N2)2 (d2Θ2|dt2) + (N1| N2)2 B2 (dΘ2| dt)
[Since (Θ2| Θ1) = (N1| N2)]
This is the final Mathematical model for this system.
The following quantities are obtained when reflecting from gear 2 to gear 1:

 Inertia: (N1| N2)2 J2


 Viscous-friction coefficient: (N1| N2)2 B2
 Torque: (N1| N2) T2
 Angular displacement: (N1| N2) Θ2
 Angular velocity: (N1| N2) ω2
We can incorporate a control system with this such that the induced angular
velocity of gear2 doesn’t exceed a certain value which has various applications in power
transfer in case of vehicular transmissions and power transmissions in locomotives.

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