K.V.S.SESHENDRA KUMAR*, et al.

/ (IJAEST) INTERNATIONAL JOURNAL OF ADVANCED ENGINEERING SCIENCES AND TECHNOLOGIES

Vol No. 4, Issue No. 1, 072 - 077

STUDY OF INTERACTIONS
BETWEEN THE LATERAL AND
TORSIONAL ROTOR MOTIONS IN A
GEAR-PINION SYSTEM USING
COMPLEX VARIABLE APPROACH

T
K.V.S.SESHENDRA KUMAR*
Assistant Professor,
Dept. of Industrial Production Engineering,
GITAM Institute of Technology,
Gitam University,
Visakhapatnam-533045
Andhra Pradesh
India
venkat_seshendra@yahoo.co.in
Ph: 9295757588
ES
B.S.K.SUNDARASIVA RAO
Professor,
A
Dept. of Mechanical Engineering,
Andhra University College of Engineering,
Visakhapatnam
India
hodmechau@gmail.com
IJ

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K.V.S.SESHENDRA KUMAR*, et al. / (IJAEST) INTERNATIONAL JOURNAL OF ADVANCED ENGINEERING SCIENCES AND TECHNOLOGIES
ABSTRACT
Analysis of the gear system as rotors is a very
challenging problem because the system is a
composite rotor; therefore possesses very complicated
dynamic behavior. For example, the whirling motion
and critical speed of the system has to be found by
considering all the rotors in the system as well as
interactions between them, which makes the solution
process as well as proper interpretation of the solution
extremely complicated. Complex variable approach,
which was proposed for the analysis of a single rotor
system, is very powerful for this purpose. The
approach is expanded to the analysis of combined
rotor system to apply it to the gear system analysis.
The complex variable description of planar
motion incorporates directivity as inherent
information which is therefore very convenient in
vibration analysis of rotors. This paper proposes to
use the directional information explicitly when the
ES
equation of motion of a rotor is formulated in
complex variables. It is shown that the free
vibration solution to the equation of motion
formulated as such can be defined as the
directional natural mode because it describes not
only the shape and frequency but also the direction
of the free vibration response. The directional
frequency response functions (dFRFs) that have
been used recently are obtained as the solution to
the forced vibration solution to the equation of
motion.
A
The system under consideration consists of two gears
in mesh, a driving motor and the load. The bearing
stiffness and shaft flexibility are taken into account in
two directions. The system responses are obtained for
two cases: when only the torsional motions are
considered without rotor effect, and when both the
torsional and lateral motions caused by rotor effect
IJ
are considered. The differences in the responses of the
two models show the effect of neglecting rotor effects
in gear dynamics simulation. It is shown that the
lateral vibrations have considerable effect when the
natural frequencies of the lateral vibration and
torsional vibration are close to each other, which is
well expected. By studying the responses of the
system with strong lateral-torsional coupling, the
nature of the coupling effect is discussed.
KEYWORDS
Rotor dynamics, lateral-torsional coupling, bearing
stiffness, shaft flexibility, gear dynamics, complex
variable approach.
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Vol No. 4, Issue No. 1, 072 - 077
1.INTRODUCTION
Early geared rotor dynamic models concentrated on
the effects of mass imbalance and eccentricity of the
gear on the shaft, virtually neglecting the actual
dynamics of gear mesh. Hamad and Seireg[1] studied
the whirling of geared rotor systems supported on
hydrodynamic bearings. Torsional vibrations were not
considered in this model and the shaft of the gear was
assumed to be rigid. Iida et.al., [2] considered the same
problem by assuming one of the shafts to be rigid and
neglecting the compliance of the gear mesh and
obtained a three degree of freedom model that
determined the first three vibration modes and the
forced vibration response due to unbalance and the
T
geometric eccentricity of one of the gears. They also
showed that their theoretical results confirmed
experimental measurements. Later Iida.et.al., [3]
applied their model to a larger system consisting of
three shafts coupled by two gear meshes. Hagiwara,
Iida and Kikuchi[4] developed a simple model that
included the transverse flexibilities of the shafts by
using discrete stiffness values that took the damping
and compliances of the journal bearings into account
and that assumed the mesh stiffness to be constant.
With their model they studied the forced response of
geared shafts due to unbalance and runout errors. The
backlash detection and its influence in geared systems
[5]
has been studied by N Sarkar et al . M Ambili and A
[6]
Fregolent determined modal parameters of spur
gear system using Harmonic Balance Method. Study
of designing compact spur gears taking into
consideration of tooth stress and dynamic response
[7]
was done by PH Lin et al . Dynamic behavior of
Spur gears to varying mesh stiffness and tooth error
[8]
has been studied by J Kuan and A Lin . A
mathematical model for gear geometry error and
mounting error has been developed by P Velex and M
[9] [10]
Maatar . S Theodassiades and S Nastiavas
studied non-linear behavior of gear system with
backlash and varying stiffness. They also studied non-
linear influence of bearings characteristics on gear
pair system[11]. Modal Analysis of compliant multi-
body gear systems has been analyzed by H Vinayak
[12]
and R Singh .
The influences of non-uniform gear speed, and time-
variant meshing stiffness on dynamic behavior using
Finite Element Modeling was investigated by Y.
[13]
Wang et al Effect of shaft flexibility and non-linear
.
vibration in gear pair was studied by G Litak and M
[14]
Friswell . Method to calculate dynamic gear tooth
force and bearing forces and its effects were studied
Page 73
K.V.S.SESHENDRA KUMAR*, et al. / (IJAEST) INTERNATIONAL JOURNAL OF ADVANCED ENGINEERING SCIENCES AND TECHNOLOGIES
Vol No. 4, Issue No. 1, 072 - 077

[15]
by L Vedmar and A Anderson . Y Cheng and T most important advantage of the complex variable
[16] description that it carries directionality as built-in
Lim derived exact gear geometry from information. Two fundamental concepts in modal
manufacturing parameters and used it to study analysis, the natural mode and the frequency
dynamic behavior of hypoid gears. response function, are obtained from the proposed
Rotating shafts tend to bow out and whirl at certain procedure. The natural modes of general anisotropic
[17]
speeds called critical speed or whirling speed . rotors obtained from the procedure can be
Various factors that can cause the shaft to whirl are considered to be directional natural modes which
mass unbalance of rotating system, gyroscopic forces, define the frequency, mode shape and direction of the
unsymmetrical stiffness etc. Study of whirling of rotor motion in a single complex variable expression.
[18,19,20]
systems can be found in numerous literatures .
[21]
G. Genta has conducted studies on dynamics of
rotor and discussed related assumptions. Modal 2.FINITE ELEMENT MODEL OF GEAR PAIR
analysis of undamped rotor system with gyroscopic SYSTEM

T
effect has been studied by many researchers including
[22] [23]
Wang & Kirkhope Dutt & Bakra , Genta and The main goal of this study is to develop a finite
[24]
, element model for the dynamic analysis of geared
Tonoli etc. Gyroscopic effect is what couples the rotor systems and to study the effect of bearing
forward and backward modes of rotors as discussed flexibility, which is usually neglected in simple gear
[25] dynamics models, on the dynamics of the system. In
by Kessler and Kim . many gear dynamics analyses, the effect of the lateral
Complex mode description was first proposed by
C.W. Lee and his colleagues, in which they
represented two-dimensional motion of rotors by
using complex variables. The real and imaginary parts
of a complex variable can be used to represent the
coordinates of a point in planar motion. This
description has been used to describe two-
ES vibration has been ignored in modeling the system
with the underlying assumption that the effect of the
lateral deflection in a typical gear system is negligible
compared to that of the torsional deflection. This
assumption may not be valid in some configurations
such as overhung type gears rotating at a high speed,
in which therefore the whirling resonance speed occur
dimensional motion by many researchers including within the operating frequency range. To understand
Crandall[26], Dimentberg [27],, Krämer [28], Childs [29], the effect of possible interactions between the lateral
Ehrich [30], Laws [31], Muszynska [32], Kessler and and torsional responses, a simple gear system is
Kim [33], and Lee [34-41],Ehrich [30], used the complex considered in this study whose parameters are chosen
A
variable representation to describe general elliptical so that its lateral and torsional natural frequencies are
motion observed in rotors. Laws [31], applied the close to each other.
representation and related interpretations to the
diagnostics of rotating machinery. Muszynska [32],
used the concept to perform modal testing using non-
Pinion
synchronous rotating perturbation. Lee and his
colleagues started the extensive use of complex
IJ

variables in the forced and natural response analysis

of rotors [34-41]. They developed the concept, coined
the terminology of directional frequency
response functions ~dFRFs! [34,35],solved various Motor
free and forced vibration problems of rotors using
complex variables [38,39,40], and developed signal
processing techniques and testing theories
[35,36] Gear Load
,necessary for complex modal analysis.
In this work, a new procedure for complex variable Fig.1 Mathematical model of the geared rotor
based rotor analysis is proposed. Compared to system
previous works, the directional relationships are
used from the first step in the proposed procedure,
when the equation of motion is formulated. This
foundation results in a unique form of equations of
motion and enhanced physical insight. As will be
shown, the procedure makes maximum utility of the

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K.V.S.SESHENDRA KUMAR*, et al. / (IJAEST) INTERNATIONAL JOURNAL OF ADVANCED ENGINEERING SCIENCES AND TECHNOLOGIES
Vol No. 4, Issue No. 1, 072 - 077

Pinion  m p p

K r   y  r   y 2 
p g g g


Kx
V 
1
2
2 2
 2 2 
 K y y p  yg  K x x p  xg  

 
Θm Θp
Θl  K (   ) 2  K (   ) 2 
Kt  t p m t g l 
Θg
Ky -----------(2.2)
Kt Lagrange equation states that;

Motor d  T  T V
Load      Fi
Gear Kx dt  q i  qi qi
------------(2.3)
Ky

T
the equation of motion is obtained by an eight by
eight matrix equation as follows:

Fig.2 FEA model of the gear pair system

m p 0 0 0 0 0 0 0   y p 
 Equation of motion in real description: ES 0 mg 0 0 0 0 0 0   yg 

The system consists of two gears (pinion, P and 0 0 mp 0 0 0 0 0   xp 
gear, G) in mesh and driven by a motor M   
and driving a load L. The shafts on which gears 0 0 0 mg 0 0 0 0   xg 

are mounted have two translational degrees of 0 0 0 0 Ip 0 0 0  p 
freedom each, one in horizontal direction (Z   
direction) and other in vertical direction (Y  0 0 0 0 0 Ig 0 0  g 
direction). The gears, motor and load have 0 0 0 0 0 0 Jm 0  m 
torsional degree of freedom. Therefore, there are   
four degrees of freedom (x , y , x , and y ) in the  0 0 0 0 0 0 0 J l   l 
p p g g
lateral direction and four degrees of system (θ , K y  Km 
A
 Km 0 0 rp K m  rg K m 0 0
m
θ , θ , and θ ) in the torsional direction in the   Km K y  Km 0 0  rp K m rg K m 0 0 
p g l  
system. The shaft stiffness (K for shaft 1 and K
1 2
 0 0 Kx 0 0 0 0 0

for shaft 2) is assumed to be constant in all  0 0 0 Kx 0 0 0 0 
 rp K m 2
directions making the system isoparametric.  rp K m 0 0 rp K m  K t  rp rg K m  K t 0 
 2 
  rg K m rg K m 0 0  rp rg K m rg K m  K t 0  Kt 
IJ

The equations of motion can be derived by using  0 0 0 0  Kt 0 Kt 0 

the Lagrange method.  0 K t 
 0 0 0 0  Kt 0

The kinetic energy of the system T is;

 2 2 2 2 2 
1 I p p  I g  g  J m m  J l  l  m p y p 
T   
2 m y 2  m x 2  m x 2 
 g g p p g g 
----------(2.1)

The strain energy of the system V is;

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K.V.S.SESHENDRA KUMAR*, et al. / (IJAEST) INTERNATIONAL JOURNAL OF ADVANCED ENGINEERING SCIENCES AND TECHNOLOGIES
Vol No. 4, Issue No. 1, 072 - 077

yp   U p  2 Cost 
 y  U N 2  2 Cos ( Nt   ) p1  p1 f e jt  p1b e  jt
 g  g 
xp   2
U p  Sin t 
p2  p2 f e jt  p2b e  jt
   
 x g  =  U g N  Sin ( Nt   ) 
2 2

 p   Tp
  y1   p1 (t ) 
    y   p (t )

 g    2  2 
   T 
T

g
   
 m 
Tm   z1   p1 (t ) 
  l   Tl   z 2   p 2 (t )
----------(2.4) -----------(2.6)
where, T is the transformation matrix;

T
The external forces considered in the above equation
are: 1 I I
a. Torques on motor (T ), load (T ), pinion T
m l 2  jI jI 
b. Unbalance masses U and U acting on pinion
p g ----------(2.7)
and gear respectively. ψ defines the phase angle P is the complex variable with P representing the
between the two unbalance masses in the pinion and f

gear. These unbalance forces act in the lateral

directions, however can cause torsional responses
because the equations are coupled in two directions.
 Equation of motion in complex variable
description:

Any planar motions can be represented as complex

ES forward motion component and P representing the
b
backward motion component. I is the identity matrix
of size 2x2. P1 (t )and P2 (t ) stands for the complex
conjugates of P (t) and P (t).
1 2

It has been modified for a partial complex

variable of function of time by matching the real and transformation as:
imaginary parts of the complex variable to y and z
coordinates. For example, any point P(t) in complex
plane can be represented by vector:
 1  I 22 I 22  
A
p(t )  y(t )  jz (t )  Null 44 
T  2  jI 22 jI 22 

Expanding y(t) and z(t) as Fourier series and  
collecting +ω and -ω terms, above equation can be  Null 44 I 44 
represented as: -----------(2.8)
  The equation of motion after transformation is:
 
  
IJ

j t  j k t  j t
p (t )   (Y e k  Y k e )  Y e k   j t 
k 0  k
k 
 k Y ke 
  
 
m p 0 0 0 0 0 0 0  P  
1
 

0   
p(t )   p fk e jk t  pbk e  jk t ---------(2.5)
 mg 0 0 0 0 0 0   P 2
k 0  
where ω is 2kπ/T, T is the fundamental period of 0 0 mp 0 0 0 0 0 P1 
 
    
0 0 0 0 0 0 0  P
k
2
th mg
motion and Y is the k component of the Fourier 
k 0 0 0 0 Ip 0 0 0 p  
series.   
 0 0 0 0 0 Ig 0 0  g 
To transform equation (2.4) to complex variable form
following to the procedure proposed by Kessler and
 0 0 0 0 0 0 Jm 0  m 
[13]
  
Kim , the displacement vector is transformed as  0 0 0 0 0 0 0 J l   l 
follows. the displacement vector is transformed as
follows.

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 K.V.S.SESHENDRA KUMAR*, et al. / (IJAEST) INTERNATIONAL JOURNAL OF ADVANCED ENGINEERING SCIENCES AND TECHNOLOGIES
Vol No. 4, Issue No. 1, 072 - 077

2
Mass Moment of Inertia for gear, I = 0.001016 kg-m
 P1  g
2
   Mass Moment of Inertia for motor, J = .0115 kg-m
K y  K m  Km 0 0 rp K m  rg K m 0 0  P
 2 m
2
  Km K y  Km 0 0  rp K m rg K m 0 0     Mass Moment of Inertia for load, J = 0.00575 kg-m
  P1 l
0    9
 0 0 Kx 0 0 0 0
 P Bearing stiffness in x-direction, K = 2.75 x 10 N-m
 0 0 0 Kx 0 0 0 0   2= x
 rp K m 2
0  p
   9
 rp K m 0 0 rp K m  K t  rp rg K m  K t Bearing stiffness in y-direction, K = 2.75 x 10 N-m
 2     y
  rg K m rg K m 0 0  rp rg K m rg K m  K t 0  K t   g  8
Mesh stiffness, K = 2 x 10 N-m
 0 0 0 0  Kt 0 Kt 0    m

K t  
 0 m Torsional stiffness, K = 115 N-m/rad
 0 0 0 0  Kt 0 t
 l  Radius of pinion, r = 0.0445 m
p
Radius of gear, r = 0.047 m
g
 U p  2 e j t 

T
Mass unbalance on pinion, U = 0.0003 kg-m
 2 2 jNt  p
U g N  e  Mass unbalance on gear, U = 0.00028 kg-m
g
 U  2 e  jt 
 p 2 2  jNt  The gear ratio is given as 0.9468 from the ratio of
U g N  e  radius of the pinion and gear. Also notice that K is
  ES t

 Tp  taken the same for the motor side shaft and the load
 Tg  side shaft.
 
 Tm 
 Tl  3. FREE VIBRATION RESPONSE OF THE
GEAR SYSTEM :
-----------(2.9)
 Torsional vibration analysis :
Once the system equation is set up this form, positive First, we consider torsional vibration of the system
frequency solutions indicate whirling and rotational without considering the lateral vibration effect. The
A
motion in the forward direction (counter-clockwise bearing stiffness can be set to an infinite value in both
direction) and negative frequency solutions indicate x and y directions to remove the lateral vibration
motions in the backward direction (clockwise effect in equation (2.4). Now the system becomes a
direction). four degree of freedom system. Equations of motion
described in matrix form are:
 System parameters :
IJ

Because the main purpose of this study is to

  p  r p K m  K t   p  T p 
2
understand the interaction between the lateral and I p 0 0 0  r p rg K m  K t 0
torsional vibrations of gear systems in theoretical
0 0 0   g 
r r K 2    T 
terms, while system parameters were selected so that Ig

rg K m  K t 0  Kt
the lateral and torsional mode frequencies exist in a 0    p g m
 g    g 
  m    K t   m  Tm 
0 0
 0 0
Jm Kt
close range to induce relatively strong coupling effect,
0 J l  l      l   Tl 
they were also selected as reasonably practical by
[25,26,27]
0 0
 0  Kt 0 Kt

studying various past works The parameters ---(3.1)

.
selected are:
For free vibration analysis, letting the external force
vector to be zero and assume harmonic responses;
Mass of pinion, m = 1.84 kg
p
Mass of gear, m = 0.92 kg
g
2
Mass Moment of Inertia for pinion, I = 0.001821 kg-m
p

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Vol No. 4, Issue No. 1, 072 - 077

external force to be zero and assuming harmonic

 p   p 
responses:
   
 g   g  it  y p   Yp 
    e
 m   m  y  Y 
  l    l   g  g 
xp  X p 
---------------(3.2)    
 x g   X g  it
    e
 p   p 
the free vibration equation becomes:
 g   g 
  p  r p K m  K t   p  T p 
2
I p 0 0 0  r p rg K m  K t 0    
r r K    T   m   m 
0 Ig 0 0   g 
2
rg K m  K t 0  Kt     
  g    g   l  l
0    p g m

 m    K t   m  Tm 
0 0 -------------(3.4)
 0 0
Jm Kt

T
0 J l   l      l   Tl 
0 0
 0  Kt 0 Kt

-----(3.3)
K y  K m   2m p  Y
 p 
 Km 0 0 rp K m  rg K m 0 0

Natural frequencies of the system are obtained by  K 2

  Yg 
K y  Km   mg 0 0  rp K m 0 0
 m rg K m
solving the eigenvalues of the determinant of equation
X p 
2
(3.3). The modal frequencies obtained as: ES  0 0 Kx   mp 0 0 0 0 0

±0, ±122.32, ±309.7, ±25727.92 (rad/s).  0 0 0

2
Kx   mp 0 0 0 0   X g 
 2 2     0
The natural modes are obtained by solving equation  rp K m  rp K m 0 0 rp K m  K t   I p  rp rg K m  Kt 0
 p 
  rg K m  Kt  g 
2 2
(3.3) after substituting the above natural frequencies rg K m 0 0  rp rg K m rg K m  K t   I g 0


back to the equation. Taking only the positive  0 0 0 0  Kt 0

2
Kt   J m 0

 m 

2   l 
frequencies, the natural modes are obtained as 
follows, which are shown in Table 3.1.  0 0 0 0 0  Kt 0 Kt   Jl 

As expected, the first mode associated with the zero
frequency is a rigid body mode. The mode shape of
this mode indicates the gear ratio 1.e., 0.9468.
A
From the mode shape, it is seen that the second mode
is dominated by the motions of the motor and load
relative to the pinion and gear, respectively. The third
mode is dominated by the motions of the gear and
pinion masses relative to each other. The highest
mode is isolated vibration participated only by the
IJ
-----(3.5)
Solving for the eigenvalues and eigenvectors of the
determinant in equation (3.5) with the physical
parameters, the natural frequencies are obtained as:
±0, ±122.32, ±309.70, ±23446.05, ±38659.61,
±40474.36, ±54672.94, ±57304.6 (rad/s) Substituting
these frequencies back to equation (4.1), the mode
shapes are obtained. The frequencies and modes are
summarized in Table 3.2.

pinion and gear associated by the spring that

represents the tooth stiffness.

 Coupled lateral-torsional Vibration

analysis:

Free vibration analysis is conducted using the

equation of motion described in real variables, which
provides the same solutions. The solutions obtained
from the real analysis can be transformed to the
complex variable description using equation (2.8),
which provides the directional information. From the
equation of motion in equation(2.4), letting the

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K.V.S.SESHENDRA KUMAR*, et al. / (IJAEST) INTERNATIONAL JOURNAL OF ADVANCED ENGINEERING SCIENCES AND TECHNOLOGIES
Vol No. 4, Issue No. 1, 072 - 077

Table 3.1: Mode shapes after normalization for Θ

p
Frequency (rad/s)

0 122.32 309.7 25727.92

Θ 1 1 1 1
p
Θ 0.9468 0.9476 0.9467 -1.9012
g
Θ 1 -2.0153 -0.1164 0
m
Θ 0.9468 3.7617 -0.2494 0
l

Table 3.2: Mode shapes after normalization for θ

p
Frequency (rad/s)

T
0 122.32 309.70 23446.05 38659.61 40474.36 54672.94 57304.6
Y
p
0 0 0 -0.01 0 0.2508 0 0.0403
Y
g
0 0 0 0.01 0 0.0533 0 -0.4899
X
p
0 0 0 0 1 0 0 0
X
Θ
Θ
Θ
Θ
g

m
0
1
0.9468
1
0.9468
0
1
0.9477
-2.0154
3.7619
0
1
ES
0.9467
-0.1164
-0.2494
0
1
-1.9012
0
0
0
0
0
0
0
0
1
-1.9012
0
0
1
0
0
0
0
0
1
-1.9012
0
0
l

The system equation is an 8 x 8 equation; therefore 8
modes are obtained. There are 4 lateral modes and 4
A
torsional modes. As before, the first frequency of
vibration is zero, which corresponds to the rigid body
torsional mode.
The second and third modes are torsional modes
without any participation by lateral motion modes.
Notice the mode component ratio 0.9468 is the gear
ratio. The second mode is predominantly the relative
IJ
As can be seen from the table, the lateral modes are
active only at very high frequencies. For all lower
frequencies, their mode participations are nearly zero,
which suggest they can be safely ignored. The first
three lower frequency modes are purely torsional
modes. The higher frequency modes are bending-
torsion combined modes with two in-between
frequency modes being purely transverse. For these
purely transverse modes, the displacement occurs in

motion of the motor and load, and the third mode is
predominantly the relative motion between the
pinion-gear set and the motor-load set. The relative
motion between the pinion and gear is not involved in
this motion as the pinion-gear set moves without
inducing any deformation in the gear teeth mesh.
The fifth and seventh modes are un-coupled lateral
modes in x-direction, which represent the single
degree of freedom motions of the gear and pinion
respectively. Modes 4, 6 and 8 are the modes with
coupling effect between the lateral and torsional
th
modes. The 4 mode shows the weakest coupling. It is
interesting to see only one torsional motion ratio (1: -
1.9012) is involved in all these coupled modes.
the direction perpendicular to the mesh line. Along
the mesh line (Y direction) where coupling is present,
no displacement occurs. For the system under study,
if only torsional analysis had been carried out, the
lateral motions would have been ignored; therefore
only first three modes would have been picked up by
the analysis. As the frequency increases, the lateral
modes become more and more significant.
If we compare the above modes to torsional only
system, it can be seen that first three modes are
almost same in both the systems, even though third
modal frequency is different because of the action of
the lateral spring provides extra stiffness in this
torsional mode. These three motions are not of main

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K.V.S.SESHENDRA KUMAR*, et al. / (IJAEST) INTERNATIONAL JOURNAL OF ADVANCED ENGINEERING SCIENCES AND TECHNOLOGIES
concern in gear dynamics because they involve with
rigid body relative motions of the gear-pinion set.
The coupled modes, mode 4, 6 and 8, correspond to
the torsional mode at 25,727 rad/s in torsion only
mode (see Table 3.1). Two lateral degrees of freedom,
motions of the gear and pinion in y axis, are coupled
with the torsional modes; therefore three modes are
observed. If only torsional degrees of freedom would
have been considered in the analysis, only one
torsional mode at 25,727 rad/s would have been
observed instead of these three modes.
4. FORCED VIBRATION RESPONSE OF
THE GEAR SYSTEM :
Now we consider that the motor torque T varies
m Fig 3. Mesh force in 4 DOF system in frequency
harmonically with a 1N-m in equation (3.1) as the
only active component in the force vector. The force
acting on the gear mesh, which can be calculated as
K m (rp p  rg g ) , is considered as the response.
ES
The response characteristics calculated in this way is
from the system model considering only the torsional
degree-of-freedoms, which will be later compared
with the response calculated from the combined
lateral-torsional system model. Therefore the force
vector is given as:
0
0
 
F   e jt ---------(4.1)
1
A
0
The response spectrum is calculated for the frequency
range between 0 rad/s and 26,000 rad/s in Figure
(4.1).
The first two peaks correspond to the responses that
involve mainly the relative motions between the
IJ
motor and pinion, and between the gear and the load.
The peak at around 25,000 rad/s corresponds to
vibration due to tooth deformation, which is of main
concern in gear dynamics. This vibration is translated
into gear force induced vibration and accompanying
noise.
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Vol No. 4, Issue No. 1, 072 - 077
4
Mesh force in torsional 4DOF system
10
2
10
Magnitude of force
0
10
10
Log
-2
10
-4
10
0 1 2 3 4 5
10 10 10 10 10 10
T
Log10 Frequency (rad/s)
range of 0 to 26000 rad/s
5. SUMMARY AND CONCLUSION :
In the present work, the dynamic behavior of geared
rotor system for combined torsional-lateral vibrations
has been carried out. In the analysis, transverse and
torsional vibrations of the shafts and the transverse
vibrations of the bearings have been considered. The
gear-pinion system is modeled as a combined rotor
system in the lateral directions and a torsional system
driven by a motor and driving a load inertia in the
rotationary direction.
The equations of motion for eight degree of freedom
gear system are derived using Lagrange’s equation
and converted to complex variable form using the
method developed by Kessler and Kim. The complex
variable notation helps in understanding the whirling
characteristics of rotor systems in a more simple way.
Initially the system model that considered only the
torsional motion has been analyzed, and then the
results were later compared with the responses
obtained by solving for the combined torsional-lateral
system. The combined system has been analyzed in
two different forms: one in the real co-ordinates
description to compare it with the torsion only
system, and other in the complex co-ordinates
description to understand the directional information
of the whirling motion of the system. Different types
of inputs have been used to analyze the combined
system like external torque on motor, unbalance on
pinion only and unbalance on gear only.
It has been demonstrated that the lateral motions
interact significantly with torsional degrees of
freedom if the resonance frequencies are similar. For
the system under study, this interaction occurs around
26,000 rad/s where two close critical speeds exist
Page 80
K.V.S.SESHENDRA KUMAR*, et al. / (IJAEST) INTERNATIONAL JOURNAL OF ADVANCED ENGINEERING SCIENCES AND TECHNOLOGIES
instead of one as found by torsional only system.
Comparison of the resulting mesh forces in two
systems when the motor torque varies with amplitude
of 1 N-m is applied on the motor for the torsion-
lateral motion combined system and the torsion only
system.
The analysis certainly shows that the lateral whirling
motions of the rotors (that model the gear and pinion)
and torsional motions of the gears interact with each
other. The degree of interaction depends on the
proximity of the natural frequencies of the lateral and
torsional motions. Neglecting the coupled effect in
design can have serious effects on the estimation of
the performance of the system if their frequencies are
close to one another.
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