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473
The resistant torque of the water pump is assumed to be a domain is delimited with bumpers, not modelized yet.
linear function of the water pump pulley angular velocity Torsional spring and torsional damper elements link
[7]. The idler pulley constant resisting torque comes only engine block and tensioner arm. Usually, arm length is
from internal friction of the rolling bearing. The tensioner smaller than pulley diameter, and all the tensioner
pulley resisting torque comes also from rolling bearing mechanism is mounted inside the pulley, including a
internal friction. Resisting torque of the injection pump spring and a damper (Fig. 3).
presents oscillations. These oscillations come from the
working of the piston pump feeding the four cylinders.
This torque is modelized with the following harmonic
equation:
M inj (ω inj ) = 8 + 6 cos(6 ⋅ ω inj ⋅ t ) Nm (2)
Fres
θF
0 33 66 mm
B
3
θ
µ
k
s
4
A
r
2
Fig. 2. Model of belt tensioner
5
In tensioner design, torsional stiffness is usually
considered as main parameter, because it is easy to
measure and to study its influence [2]. Dry friction on
pivot “A“ of the arm is used as damping, and pivot
6 parameters have to be also studied.
Fres
4. MODEL OF THE TENSIONER
MECHANISM Fig. 3. Belt tensioner
The tensioner mechanism is composed of the following The force acting on the pivot “A” is the parallel
parts: tensioner arm, tensioner pulley, torsional spring, component of the arm force coming from the pulley
torsional viscous damper and torsional friction damper bearing force being the resultant Fres of the tensioner
(Fig. 2). One end of the tensioner arm is fixed on the pulley forces. Tangential component of the resultant force
engine block with a pivot “A”. At the other end of the Fres is neglected. A constant friction coefficient is
tensioner arm is fixed the tensioner pulley. The tensioner considered as a first approximation. The equation for the
pulley can rotate free on the tensioner arm around the tensioner arm torque equilibrium is:
pivot “B”. The tensioner arm can rotate on the engine
block within a defined angular domain. This working M = sθ + kθ& + sign(θ&) ⋅ µ ⋅ r ⋅ Fres ⋅ sin (θ − θ F ) (4)
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where s – torsional stiffness, - dry friction and viscous damping together, with
k – equivalent viscous damping, the previously mentioned values.
θ – angular position of the tensioner arm,
Fres – resultant force on pulley bearing, 11
θF – angular position of the resultant force,
∆tr [10-3 rad]
r – radius of the pivot “A”, s1=5 Nm/rad
µ – friction coefficient on the pivot “A”. 8
s2=50 Nm/rad
s3=500 Nm/rad
5. STUDY OF STIFFNESS EFFECT 5
WITHOUT DAMPING
1300 s1=5 Nm/rad 2
Fbelt [N] s2=50 Nm/rad
s3=500 Nm/rad 0
1100
-3
900
-5
0 0,002 0,004 0,006 0,008 0,01 0,012
700
Time [s]
Four damping cases were studied with original torsional Viscous damping decreases the force variation amplitude
stiffness value of s=5 Nm/rad: in the tight belt span of the crankshaft pulley (Fig. 6).
- without damping Moreover, it is turned out, that presence of viscous
- only pivot dry friction damping, r=8 mm, µ=0,3, damping decreases also the transmission error angle on
- only viscous damping, k=0,458 Nms/rad, the camshaft pulley by the half (Fig. 7.)
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11 pivot radius is small, friction torque remains small, and
-3 does not have efficient damping effect. Meanwhile,
∆tr [10 rad]
tensioner arm angular velocity is high (Fig. 9). In such
8 conditions, viscous damping becomes very efficient.
49
48
47 47
0 0,005 0,01
46 Time [s]
Fig. 10. Tensioner arm angular displacement with
45 changing torsional stiffness, damped case
44
0 0,002 0,004 0,006 0,008 0,01 0,012
Time [s]
Fig. 8. Tensioner arm angular displacement
0
10
No damping
8
Viscous θ& [rad/s]
6 damping
4
2 s1=5 Nm/rad
0 s2=50 Nm/rad
s3=500 Nm/rad
-2 -1
0 0,005 0,01
-4
& Time [s]
-6 θ [rad/s]
Fig .11. Tensioner arm angular velocity with changing
-8 torsional stiffness, damped case
0 0,002 0,004 0,006 0,008 0,01 0,012 Tensioner arm angular position mean value changes due
Time [s] to stiffness variation, while similar amplitudes and shapes
Fig. 9. Tensioner arm angular velocity of oscillations are seen (Fig. 10). Tensioner arm angular
velocity position remains invariable, while oscillation
Differences between effects of the two types of damping amplitude slightly increases with increasing stiffness (Fig.
can be explained by displacements and angular velocities 11). Thus, stiffness variation has small effect on these
of the tensioner arm. When the engine is working, quantities.
tensioner arm oscillates in a small angular domain (Fig. 8) Influence of torsional stiffness in the damped tensioner
but with high frequency around the pivot “A” (Fig. 2). As case is small (Fig. 12): large torsional stiffness variations
476
give small belt span tension variations. Note that force rolling bearing of the tensioner pulley are the values felt
maximum values are smaller than those obtained in the by the belt transmission.
not damped case (Fig. 12). Thus, belt span tension reacts It was pointed out that modifying tensioner torsional
more to the damping than to the stiffness of the tensioner. stiffness within reasonable limits has small effect on belt
When damping exists, shape of the camshaft pulley span force and camshaft dynamical transmission error.
dynamic transmission error remains the same with Thus, use of small or high stiffness gives approximately
tensioner stiffness variations (Fig. 13). These variations similar effect.
change mainly the mean value of transmission error. Similarly, dry friction damping on the tensioner arm pivot
Increasing stiffness decreases the mean value. has negligible effect from practical point of view, as pivot
dimensions are small and displacements also.
In such conditions, use of viscous damping is more
900
efficient for decreasing belt span force and dynamical
transmission error in the same time. Mounting a viscous
Fbelt [N]
damper in the tensioner is recommended upon the
800
simulation results. Viscous damping coefficient value
must be chosen so that equivalent viscous damping of the
700
belt transmission could be optimal. The optimal viscous
damping value is function of the crankshaft angular
600 velocity. Usually it decreases when crankshaft angular
velocity increases. Thus, a technical solution assuming
500
such variation must be chosen.
Note that viscous dampers were used in tensioners in the
400 first automotive applications. Then, viscous dampers were
s1=5 Nm/rad
s2=50 Nm/rad changed for dry friction dampers, as in that time, they
300
s3=500 Nm/rad were voluminous and of complicated structure. Today’s
technology allows small size and simpler structure in
200 viscous damper realisation.
0 0,004 0,008 0,012 Based upon the numerical simulation, the following
Time [s] principles can be mentioned:
Fig. 12. Belt span tension variation with changing • Small torsional stiffness can be chosen. Its aim is to
torsional stiffness, damped case maintain belt preload force and to give the tensioner
initial angular position. Stiffness value has no
influence when engine runs.
6 • Damping effect of tensioner arm pivot dry friction can
5
be neglected with the compact geometries of actual
tensioners.
4 • Application of a viscous damper seems to be a
reasonable solution for belt tensioners. Damping
3 coefficient value should change depending on
s1=5 Nm/rad crankshaft angular velocity. Torsional stiffness and
2 s2=50 Nm/rad damping values must be harmonized and should be
s3=500 Nm/rad
verified by measurements and simulations.
1
0 9. CONCLUSION
-1 Toothed belt transmission tensioners with high torsional
-3
∆tr [10 rad] stiffness values and small dry friction dampers can be
improved. High belt span force peaks are not damped and
0 0,002 0,004 0,006 0,008 0,01 0,012
important transmission error is not decreased by dry
Time [s]
friction damping of tensioner arm pivot only. However,
Fig. 13. Dynamic transmission error with changing use of a viscous torsional damper gives a solution to these
torsional stiffness, damped case difficulties: both decreases belt force peaks and
transmission error.
8. DISCUSSION
477
[2] MANIN L., PLAY D., POTINET L., CORRESPONDENCE
SOLEILHAC P.: Analysis and prediction of a
pulley tensioner effect on the behaviour of an
automotive timing belt drive. Proceedings of the Laszlo LOVAS, Assoc. Prof., PhD.
JSME International Conference on Motion and Budapest University of Technology and
Power Transmissions, Fukuoka, 2001, pp 785-790. Economics
[3] PLAY D., FRITSCH N., HUOT S., AYAX E.: Faculty of Transportation
Numerical simulations of timing belt camshaft Dept. of Vehicle Parts and Drives
layout: Local and global behaviour. ASME DETC Bertalan Lajos u. 2.
2003 Conference, paper no. PTG 48008, Chicago, 1111 Budapest, Hungary
2003. lovas@kge.bme.hu
[4] PLAY D., MONTERNOT C.: Dynamic behaviour
simulation and load distribution for timing belt
drives. Proceedings of the 4th CMET Congress, Daniel PLAY, Prof., Ph.D.
Paris, Mars 1999, pp 1303-1314. Institut National des Sciences Appliquées
de Lyon
PhD thesis Dept. of Industrial Engineering
[5] DANCÉ, J.-M.: Comportement statique et 20, av. Albert Einstein
cinématique des transmissions par courroies 69621 Lyon Cedex, France
synchrones. Modélisation et détermination des daniel.play@insa-lyon.fr
paramètres prépondérants. PhD thesis, INSA-
Lyon, 239 p., 1992.
[6] MONTERNOT C.: Comportement dynamique des
Janos MARIALIGETI, Prof., PhD.
transmissions de puissance par courroie dentée.
Budapest University of Technology and
PhD thesis, INSA-Lyon, 278 p., 1998.
Economics
Research reports Faculty of Transportation
[7] PLAY D., MANIN L.: Rapport de recherche pour Dept. of Vehicle Parts and Drives
PSA. Research report, 1994. Bertalan Lajos u. 2.
[8] PLAY D., LOVAS L.: Research report for SKF 1111 Budapest, Hungary
France. Research report, July 2004. marial@kge.bme.hu
478