6/23/2015 Development and Optimisation of the Panther engine - PDF document

6/23/2015 Development and Optimisation of the Panther engine primary drive system 30 th June 2015 Jarek Rosinski, Steve Lowry, Pranav Kalke, Tomas Rosinski, David Smurthwaite (Transmission Dynamics) and Kevin Maile (Ford Motor Company) Introduction Extensive development work was undertaken as part of the Panther diesel engine programme and the subjects reported in this paper cover: - Measurement of dynamic torque in the primary drive gears, to verify simulation predictions, - Optimisation of primary drive system gear microgeometry to reduce tonal whine, - Development of a test rig capable of performing accelerated life testing and to verify safety factors. 30 th June 2015 2 Panther primary drive system layout 30 th June 2015 3 1

6/23/2015 Gear dynamic torque Conversion of standard gears to calibrated load cells 30 th June 2015 4 Gear dynamic torque measurements Load measuring gears installed in the engine 30 th June 2015 5 Gear dynamic torque measurements Amplified signals are extracted via sliprings 30 th June 2015 6 2

6/23/2015 Dynamic Torque Results Simulated torque Measured torque FIP gear, 100% load, 4,440 rpm, Sampling frequency, fs = 44.1 kHz. 30 th June 2015 7 Timing belt load measurements 30 th June 2015 8 Conversion from the rotating frame of reference 30 th June 2015 9 3

6/23/2015 Format of typical belt load result 30 th June 2015 10 Optimisation of gear microgeometry A range of microgeometry correction parameters in various combinations were evaluated to optimise Transmission Error (TE) for each mesh, in order to minimise gear whine. 30 th June 2015 11 Gear microgeometry parameters • Profile tip relief (magnitude and extent), • Lead crowning, • Lead end relief. These were applied and TE evaluated for a range of load conditions and mesh misalignments. 30 th June 2015 12 4

6/23/2015 Example of gear inspection report 30 th June 2015 13 Optimisation of gear microgeometry Example: Effect on TE of ‘long’ tip relief with 6µm crowning for a range of loads. 30 th June 2015 14 Tip Chamfer (0.3mm x 45 º) With chamfer Without chamfer 30 th June 2015 15 5

6/23/2015 30 th June 2015 16 30 th June 2015 17 Optimisation of gear microgeometry Effect on TE 30 th June 2015 18 6

6/23/2015 Effect on tonal noise 30 th June 2015 19 Durability testing of primary drive system gears Overloading the gears on the running engine is not possible ! 30 th June 2015 20 Layout of the test rig High frequency torsional overload application 30 th June 2015 21 7

6/23/2015 Dynamic Torsional Exciter Neodymium supermagnets generate two torsional pulses per revolution. 30 th June 2015 22 Engine speed 30 th June 2015 23 Test Rig Control PC controlled using NI Virtual Interface 30 th June 2015 24 8

6/23/2015 Examples of gears after testing These gears completed 2,290 hours of accelerated durability testing, and are still in good condition (light wear) yielding minimum safety factor of 1.4 30 th June 2015 25 Conclusions • Dynamic torque transmitted by the primary drive gears in a running engine was evaluated using novel instrumentation techniques. • This enabled the optimisation of gear microgeometry to deliver acceptable NVH performance. • Accelerated durability testing was possible using a unique component test rig capable of imparting high frequency, high dynamic torque loads to the primary drive system. 30 th June 2015 26 Thank you for your attention Questions? 30 th June 2015 27 9