• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2006.05a
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• pp.309-313
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• 2006

Many researchers have studied on the lightness of automobile. These researches are such as a body shell, sub frame, fuel tank, engine etc. The transmission Part is a magnitude one in the aspect of weight. A drive shaft (propeller shaft) transmits the engine power to rear differential gear assembly. It is used in the compact car that is a single drive shaft. But in the case of long body cars such as SUV (Sports Utility Vehicle), truck and large vehicle, two or three divided drive shaft are used to prevent the vibration damage from a drive shaft that has been taken high torsion and rotation. This multi-divided drive shaft structure is so heavy because it is assembled by yoke, center bearing and solid spline axis. When the rear axle move up and down, the spline shaft adjust the variation of a length between the transmission and rear axle gearbox. In this paper, it is studied in the experimental method that is a bending vibration characteristic of slip in tube shaped propeller shaft. This type propeller shaft is developed to combine the spline axis with drive shaft and can be light in weight of transmission part.

• The Journal of the Acoustical Society of Korea
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• v.38 no.5
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• pp.543-548
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• 2019

The tonal signal caused by the machinery component of a vessel such as an engine, gearbox, and support elements, can be modeled as a sparse signal in the frequency domain. Recently, compressive sensing based techniques that recover an original signal using a small number of measurements in a short period of time, have been applied for the tonal frequency detection. These techniques, however, cannot avoid a basis mismatch error caused by the discretization of the frequency domain. In this paper, we propose a method to detect the tonal frequency with a small number of measurements in the continuous domain by using the atomic norm minimization technique. From the simulation results, we demonstrate that the proposed technique outperforms conventional methods in terms of the exact recovery ratio and mean square error.

• Journal of the Korea Institute of Military Science and Technology
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• v.24 no.4
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• pp.357-367
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• 2021

This paper studies the simulations of active airframe vibration controls for the Sikorsky X2 helicopter with a lift-offset coaxial rotor. The 4P hub vibratory loads of the X2TD rotor are obtained from the previous work using a rotorcraft comprehensive analysis code, CAMRAD II. The finite element analysis software, MSC.NASTRAN, is used to model the structural dynamics of the X2TD airframe and to analyze the 4P vibration responses of the airframe. A simulation study using Active Vibration Control System(AVCS) with Fx-LMS algorithm to reduce the airframe vibrations is conducted. The present AVCS is modeled using MATLAB Simulink. When AVCS is applied to the X2TD airframe at 250 knots, the 4P longitudinal and vertical vibration responses at the specified airframe positions, such as the pilot seat, co-pilot seat, engine deck, and prop gearbox, are reduced by 30.65 ~ 94.12 %.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.48 no.12
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• pp.953-960
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• 2020

This paper presents an optimization of gear web design used in a main gear train of an engine reduction gearbox for a rotorcraft. The optimization involves the minimization of a total weight, transmission error, misalignment, and face load distribution factor. In particular, three design variables such as a gear web thickness, location of rim-web connection, and location of shaft-web connection were set as design parameters. In the optimization process, web, rim and shaft of gears were converted from the 3D CAD geometry model to the finite element model, and then provided as input to the gear simulation program, MASTA. Lastly, NSGA-II optimization method was used to find the best combination of design parameters. As a result of the optimization, the total weight, transmission error, misalignment, face load distribution factor were all reduced, and the maximum stress was also shown to be a safe level, confirming that the overall gear performance was improved.

• Journal of the Korean Society of Manufacturing Process Engineers
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• v.20 no.11
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• pp.36-42
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• 2021

This study was conducted to analyze the effect of the gear specification and gear quality corresponding to the macro geometry on the gear transmission error. The two pairs of gears with large and small transmission errors were selected for calculation, and two pairs of gears were manufactured with different gear quality. The test gears were manufactured by two different gear specifications with ISO 5 and 8 gear quality, respectively. The transmission error measurement system consists of an input motor, reducer, encoders, gearbox, torque meter, and powder brake. To confirm the repeatability of the test results, repeatability was confirmed by performing three repetitions under all conditions, and the average value was used to compare the transmission error results. The transmission errors of the gears were analyzed and compared with the test results. When the gear quality was high, the transmission error was generally low depending on the load, and the load at which the decreasing transmission error phenomenon was completed was also lower. Even when the design transmission error according to the gear specification was different, the difference of the minimum transmission error was not large. The transmission error at the load larger than the minimum transmission error load increased to a slope similar to the slope of the analysis result.

• Journal of the Korean Society for Precision Engineering
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• v.17 no.10
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• pp.192-199
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• 2000

The design of multi-stage gear drives is a time-consuming process because it includes more complicated problems, which are not considered in the design of single-stage gear drives. The designer has no determine the number of reduction stages and the gear ratios of each reduction stage. In addition, the design problems include not only dimensional design but also configuration design of gear drive elements. There is no definite rule or principle for these types of design problems. Thus the design practices largely depend on the sense and the experiences of the designer, and consequently result in undesirable design solution. A new and generalized design algorithm has been proposed to support the designer at the preliminary phase of the design of multi-stage gear drives. The proposed design algorithm automates the design process by integrating the dimensional design and the configuration design process. The algorithm consists of four steps. In the first step, the user determines the number of reduction stages. In the second step, gear ratios of every stage are chosen using the random search method. The values of the basic design parameters of a gear are chose in the third step by using the generate and test method. Then the values of the dimensions, such as pitch diameter, outer diameter and face width, are calculated for the configuration design in the next step. The strength and durability of each gear is guaranteed by the bending strength and the pitting resistance rating practices by using AGMA rating formulas. In the final step, the configuration design is carried out using simulated annealing algorithm. The positions of gears and shafts are determined to minimize the geometrical volume (size) of a gearbox while avoiding interferences between them. These steps are carried out iteratively until a desirable solution is acquired. The proposed design algorithm is applied to the preliminary design of four-stage gear drives in order to validate the availability. The design solution has considerably good results in both aspects of the dimensional and the configuration design.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.35 no.4
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• pp.243-248
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• 2022

Weight optimization was performed for a rotorcraft shaft system using one-dimensional Euler-Bernoulli beam elements. Torsion, shaft support stiffness such as bearings, flange mass are all considered. To guarantee structural dynamic stability, eigenvalue analysis was performed to avoid critical speed and tooth mesh excitation form the gearbox. The weight optimization was performed by adjusting the thickness and radius while the length of the shaft was fixed, and the optimization process was divided into two stages. In the first, the weight is optimized with the torsional strength constraint. In the second, the difference between the primary mode of shaft and the critical speed is maximized so that the primary mode of the shaft can avoid the critical speed while the constraint on the torsional strength of the shaft is satisfied according to the standard for shaft system stability (AMC P 706-201, 1974). The proposed method was verified by comparing the results of the optimal design using the given one-dimensional beam elements with the stress results of the 3D finite element and the actual manufactured shaft.