外文翻譯---汽車變速器動態(tài)建模輪齒局部缺陷的早期檢測-汽車設計(文件)
【正文】 Load torque. TF1,TF2 Friction torque. C1,C2 Viscous damping coefficient of pinion and gear bearing. Cm Gear mesh damping. Km Gear mesh stiffness. K1,K2 Pinion and gear shaft stiffness. σ 4 The variance square. N The number of samples. f The defect width in face direction. Kk Unit width Hertzian stiffness. θ D, θ 1,θ 2,θ L Angular displacement of driver motor, pinion, gear and load. θ D, θ 1,θ 2,θ L Angular velocity of drive motor, pinion, gear and load. θ D, θ 1,θ 2,θ L Angular acceleration of drive motor, pinion, gear and load. INTRODUCTION Much of the past research in the dynamic modeling area has concluded that an essential solution to the problem is to use a prehensive puter modeling and simulation tool to aid the transmission design and experiments. These have been two major obstacles to such an approach: （ 1） Progress in understanding of the basic gear rattle phenomenon has been limited and slow. This is because the engineclutchtransmission system involves some strong momlinearities including gear backlash, multivalued springs, dry friction, hysteresis, and the like. （ 2） The gear rattle is a system problem and not only problem of gear teeth. Even through the research and industrial munity has discussed the difficulties in varies stages of the problem, yet no thorough frame work covering the entire investigation process of such problem currently exists. This is largely due to the plexity of the power train system, which may make a puter analysis tool inefficient, in particularly when many different elements and clearances are encountered (.,gears,bearings,splines,synchronizers,and clutch)[13]. A prehensive review of mathematical models used in gear d
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