机械加工塑料齿廓偏差影像法测量及抽样特性

应用影像法,对机械加工的渐开线塑料齿轮齿廓偏差进行测量。由于塑料齿轮在机械加工中受机械应力和热应力影响较大,而导致齿廓应变较大,为精确反映塑料齿轮的齿廓偏差,并判定塑料齿轮齿廓公差的精度等级,对测量中出现的回转偏心误差、回转分度误差、瞄准示值误差和重复性测量误差进行了不确定度的A类和B类综合评定。并通过统计控制方法中的极差控制图进行分析,得到相同的评定结果。利用对塑料齿轮单齿齿廓偏差的检验,结合随机抽样检验的原理,对塑料齿轮齿廓精度等级进行了判定。最终得出机械加工塑料齿轮,齿形误差较大,超出国标中规定的齿轮精度等级的范围,适合实验室模型展示而不适合用作工业齿轮的结论。     

基于新型复合齿轮线结构光的齿廓测量及其不确定度的评定

齿轮齿廓偏差是齿轮检定中的重要参数之一。文章采用新型复合齿轮线结构光测量系统,对一级标准(u=1μm,k=3)齿轮渐开线样板的齿廓进行了测量,从机、热、光、电等多个方面分析了测量误差的来源,并以JJF1059.1-2012《测量不确定度评定与指南》为基础,评定了用该系统测量齿轮齿廓偏差的不确定度。研究表明,用该测量系统测量齿轮齿廓时存在误差,包括:仪器测量重复性误差、渐开线样板标准量误差、样板线膨胀误差、顶尖同轴度误差、齿轮安装偏心误差、线结构光系统误差等,其中CCD相机标定误差、结构光视觉模型标定误差以及线结构光光条中心检测误差所引起的合成标准不确定度为0.98μm,是新型复合齿轮线结构光测量系统误差的主要来源,并通过分析计算得到该测量系统扩展不确定度为2.3μm(k=2),可以满足测量精度在2.3μm以上的齿轮测量。     

基于视觉测量的齿廓图像边缘失真判别算法

针对齿轮视觉测量过程中因齿廓表面受到污染导致齿廓图像边缘出现光学失真,从而影响齿廓偏差、齿距偏差测量精度问题,提出一种基于视觉测量的齿廓图像边缘失真迭代逼近——临近度判别算法(IAPD).建立渐开线齿廓图像边缘过渡带内像素点法向偏距与像素点极径的映射关系,将复杂的二维图像边缘信号转化为容易处理的一维信号;利用小波去噪算法对信号进行处理,提取齿廓边缘的失真特征;采用变阈值迭代逼近算法分离出齿廓倾斜偏差;采用K-邻近度分类方法自动判别齿廓图像边缘失真的起止位置,为齿距、齿廓偏差测量时进行齿廓图像边缘失真修正提供定位依据.为验证本算法的可靠性,根据相邻同名齿廓真实边缘的相似性,对失真齿廓和无失真齿廓图像提取亚像素边缘,并进行相似性比较,实现基于相似性比较的齿廓图像边缘失真判别算法,以此对IAPD算法的失真区域判别精度进行校验.实验结果表明:本文提出的齿廓图像边缘失真判别算法能够快速自动识别图像失真区域,失真区域边界的径向定位精度可以达到2.5个像素(50μm),能够满足图像边缘失真修正补偿的定位精度要求,可以实现齿轮测量的实时计算.     

紫外分光光度法测定奥氮平片的溶出度

建立测定奥氮平片溶出度的方法.采用紫外分光光度法,以0.1mol/L盐酸为溶媒,溶媒体积500mL,转速50r/min,30min取样,在259nm波长处测定其溶出度.奥氮平片检测浓度的线性范围为3-20μg/mL （r=0.9994）平均回收率100.14％ （RSD=0.85％）,3批样品30min溶出度均在90％以上.方法简便、准确,结果可靠,可用于该制剂的溶出度测定.     

变工况下缩放型流道涡轮动叶中激波对吸力面气膜冷却的影响

为了研究涡轮缩放型流道动叶中尾缘燕尾型激波与叶片吸力面相互作用对气膜冷却的影响,本文对不同转速和不同吹风比下无导叶对转涡轮高压动叶吸力面上激波与二次流对冷却流动及壁面静温的影响进行了数值研究。冷却孔位于高压动叶吸力面约30%轴向弦长处,沿叶高均布。共模拟了三种转速(高压动叶),分别为5460r/min、6970r/min和7800r/min;在每个转速下分别模拟了两种不同冷却气流进口速度,分别为10m/s和20m/s。从模拟结果可见,高压动叶吸力面上静温过激波作用位置后会有明显的上升,且在不同工况和不同冷却条件下静温升的大小存在差异。在高压动叶吸力面两端,冷却效果下降明显,二次流成为影响气膜冷却的主导因素,尤其是在叶片顶部。     

高压共轨柴油机不同海拔(大气压力)适应性试验研究

利用柴油机高海拔(低气压)模拟试验系统,开展了高压共轨柴油机不同海拔(大气压力)适应性试验研究,分析了不同海拔对柴油机动力性、经济性以及热平衡性能的影响,为进一步改善柴油机高海拔适应性提供了理论依据。结果表明:柴油机低转速区动力性和经济性随海拔升高的恶化程度比高转速区大,海拔5500 m与0 m相比,低转速区(1000~1300 r/min)时,功率和转矩平均下降了67.4%,燃油消耗率平均增加了50.7%;而高转速区(1800~2100 r/min)时,功率和转矩平均下降了31.8%,燃油消耗率平均增加了8.4%;随着海拔的升高,转矩适应性系数基本不变,但转速适应性系数下降明显;柴油机经济运行区转速范围随海拔升高逐渐变窄且向高转速区偏移,从0 m对应的1200~1900r/min偏移至5500 m对应的1500~2000 r/min;与0 m相比,海拔5500 m时有效功率、冷却液散热量、排气散热量占总热量百分比分别下降了17%、2%和14%,余项损失占比增加了31%。     

补气技术应用于低温变频空调器的实验研究

针对电动客车用热泵空调器在低温工况下压缩比大、排气温度高、容积效率偏低、系统性能降低等突出问题,提出了带经济器的补气技术,并对系统循环过程进行理论分析,测试了在-15℃的环境温度、不同压缩机转速下,补气技术对电动客车用低温变频空调器的性能影响。结果表明:与不补气的热泵空调器相比,采用补气技术可显著降低压缩机排气温度,使系统安全可靠运行,特别是压缩机转速为5000r/min时,不补气时排气温度高达116.7℃,而补气时排气温度为99.6℃,相比下降了14.7%;采用补气技术提升了系统制热量和制热性能系数COP,且随着压缩机转速的提高,其效果更加显著,当压缩机转速由2000r/min提高到5000r/min时,与不补气的热泵空调器相比,系统制热量提升了16.2%~22.7%,COP提升了2.8%~14.2%。     

安装角对旋转翼型结冰分布影响实验研究

为开展风力机叶片翼型在旋转状态下不同安装角表面结冰分布规律的研究,基于自行设计建造的一种利用自然低温的结冰风洞试验系统,完成了对称翼型NACA0018在0°、10°及20°三种安装角下的结冰风洞试验,试验中选取了200 r/min、400 r/min及600 r/min三种转速,选取了6 m/s及8 m/s两种风速,并利用高速摄像机获得了叶片表面的结冰分布,拍摄时间分别设定为15 min、30 min、45 min及60 min。利用前期研究提出的一种不规则冰形评价方法,对不同工况下叶片表面的结冰冰形进行了定量分析,利用相对迎风面与绝对迎风面定性分析了不同安装角对叶片表面的结冰区域的影响。研究结果表明,安装角对叶片表面的结冰分布影响较大,同一工况下不同安装角的叶片表面结冰有较大差异,转速也是影响结冰的关键因素,而风速对结冰分布的影响较小。本研究可为风力机叶片防/除冰技术提供参考。     

旋转进气畸变下的两级压气机扩稳实验研究

针对旋转进气畸变诱发的流动稳定性问题,在两级压气机上开展了基于失速先兆抑制型(Stall-Precursor-Suppressed,SPS)机匣处理的气动扩稳实验研究。在两级低速压气机实验台上数模拟旋转畸变进气条件,研究不同的畸变程度下旋转畸变对两级压气机稳定性的影响,并考察在第一级转子前缘上方安装SPS机匣处理后的扩稳效果。在畸变转速小于600r/min时,压气机稳定边界向右移动,效率下降明显。畸变转速大于800r/min时,旋转畸变对两级压气机作用效果趋于改善,相对而言,反向畸变比正向畸变具有更好的延缓失速效果。SPS机匣处理在不同畸变程度下均具有扩稳作用,失速裕度改善可以达到2%～7.9%,并且带来的效率损失均小于1%。     

双半径粗磨模的设计

<正> 透镜在用球模修半径时,由于粗磨机主轴转速较快(600～800r/min),使球模的边沿、腰部与底部(凹球模为底部凸球模为顶部)的线速度差别很大。球磨边沿区,腰部区因线速度大,与金刚砂磨削时自身消耗也大,而球模     

基于传声器阵列过顶测量结果的飞机起落架噪声研究

应用由111个传声器组成的平面传声器阵列对当前流行的民用客机进场着陆过程中的机体噪声源进行了实验测量,本对七架窄体客机和七架宽体客机的起落架噪声进行了分析,得到了起落架噪声的频谱特性、指向特性和声级变化。研究发现,起落架噪声的频谱是由宽频随机噪声与一些较为明显的单噪声源组成,起落架噪声的指向性类似于一个水平放置的偶极子。不同飞机起落架噪声的声级相差较大,这说明可以通过重新结构设计降低起落架噪声。     

A dynamic model to determine vibrations in involute helical gears

A method to determine the dynamic load between two rotating elastic helical gears is presented. The stiffness of the gear teeth is calculated using the finite element method and includes the contribution from the elliptic distributed tooth load. To make sure that the new incoming contacts which are the main excitation source are properly simulated, the necessary deformation of the gears is determined by using the true geometry and positions of the gears for every time step of the dynamic calculation. This allows the contact to be positioned outside the plane of action. A numerical example is presented with figures that show the behaviour of the dynamic transmission error as well as the variation of the contact pressure due to the dynamic load for different rotational speeds.     

Three-dimensional nonlinear vibration of gear pairs

This work investigates the three-dimensional nonlinear vibration of gear pairs where the nonlinearity is due to portions of gear teeth contact lines losing contact (partial contact loss). The gear contact model tracks partial contact loss using a discretized stiffness network. The nonlinear dynamic response is obtained using the discretized stiffness network, but it is interpreted and discussed with reference to a lumped-parameter gear mesh model named the equivalent stiffness representation. It consists of a translational stiffness acting at a changing center of stiffness location (two parameters) and a twist stiffness. These four parameters, calculated from the dynamic response, change as the gears vibrate, and tracking their behavior as a post-processing tool illuminates the nonlinear gear response. There is a gear mesh twist mode where the twist stiffness is active in addition to the well-known mesh deflection mode where the translational stiffness is active. The twist mode is excited by periodic back and forth axial movement of the center of stiffness in helical gears. The same effect can occur in wide facewidth spur gears if tooth lead modifications or other factors such as shaft and bearing deflections disrupt symmetry about the axial centers of the mating teeth. Resonances of both modes are shown to be nonlinear due to partial and total contact loss. Comparing the numerical results with gear vibration experiments from the literature verifies the model and confirms partial contact loss nonlinearity in experiments.     

Dynamic characteristics of the herringbone planetary gear set during the variable speed process

In this study, a dynamic model for herringbone planetary gears is proposed which can be applied in the dynamic analysis of variable speed processes (including acceleration, deceleration, and large speed fluctuation process, etc.). The dynamic responses of the acceleration process of an example of a herringbone planetary gear set are simulated in cases where the profile error excitations are ignored and included. The phenomenon of tooth separations can be observed as the rotating speed increases in the simulation, and the effect of the profile error excitations on the phenomenon is also investigated. Furthermore, the effects of the profile error excitations on the vibrations and dynamic meshing forces are investigated before and after the appearance of tooth separations. Moreover, the dynamic characteristics of the herringbone planetary gear set are also compared with that of the spur/helical herringbone planetary gear set briefly. Finally, some advice for the design of planetary gear sets is given to avoid the phenomena of tooth separation and tooth back contacts and suppress the vibrations and dynamic meshing forces.     

Dynamic analysis for a planetary gear with time-varying pressure angles and contact ratios

In this study, the dynamic responses of a planetary gear are analyzed when component gears have time-varying pressure angles and contact ratios caused by bearing deformations. For this purpose, this study proposes a new dynamic model of the planetary gear, in which the pressure angles and contact ratios change with time. The main difference from previous studies is that the present study regards the pressure angles and contact ratios as time-varying variables, while previous studies regarded them as constants. After nonlinear equations of motion for the planetary gear are derived, the dynamic responses are computed by applying the Newmark time integration method. The time responses for the present and previous studies are compared to show the effects of the time-varying pressure angles and contact ratios on the dynamic behaviors of a planetary gear. In addition, the effects of bearing stiffness on the pressure angles and contact ratios are also analyzed.     

Investigation of the influence of oil film thickness on helical gear defect detection using Acoustic Emission

This paper reports an investigation into the use of Acoustic Emission (AE) for monitoring gear teeth defects under varying lubrication regimes in helical gears. The investigation used a back-to-back gearbox test-rig with oil-bath lubrication. Variation in oil film thickness was achieved by decreasing the gear metal temperature with nitrogen gas whilst the gears were in operation. Results demonstrate a clear relationship between AE activity, operating temperature and specific film thickness. In addition, results show that there are lubricating conditions that may prevent AE from identifying the presence of gear defects.     

Dynamic analysis for a pair of spur gears with translational motion due to bearing deformation

In this study, the dynamic response of a pair of spur gears is analyzed when the gear set has translational motion due to bearing deformation. A new dynamic model for the gear set, considering translational motion, is proposed, in which the distance between the centers of a pinion and a gear varies with time. Therefore, the proposed model regards the pressure angle and the contact ratio as time-varying variables, while the previous model regards them as constants. After deriving nonlinear equations of motion for the gear set, the dynamic responses are computed by applying the Newmark time integration method. This paper claims that the new model produces more accurate dynamic responses in comparison to those of the previous model. Some dynamic response differences between the new and previous models are demonstrated, and the effects of damping and stiffness upon the dynamic responses are also investigated.     

Nonlinear dynamics of planetary gears using analytical and finite element models

Vibration-induced gear noise and dynamic loads remain key concerns in many transmission applications that use planetary gears. Tooth separations at large vibrations introduce nonlinearity in geared systems. The present work examines the complex, nonlinear dynamic behavior of spur planetary gears using two models: (i) a lumped-parameter model, and (ii) a finite element model. The two-dimensional (2D) lumped-parameter model represents the gears as lumped inertias, the gear meshes as nonlinear springs with tooth contact loss and periodically varying stiffness due to changing tooth contact conditions, and the supports as linear springs. The 2D finite element model is developed from a unique finite element-contact analysis solver specialized for gear dynamics. Mesh stiffness variation excitation, corner contact, and gear tooth contact loss are all intrinsically considered in the finite element analysis. The dynamics of planetary gears show a rich spectrum of nonlinear phenomena. Nonlinear jumps, chaotic motions, and period-doubling bifurcations occur when the mesh frequency or any of its higher harmonics are near a natural frequency of the system. Responses from the dynamic analysis using analytical and finite element models are successfully compared qualitatively and quantitatively. These comparisons validate the effectiveness of the lumped-parameter model to simulate the dynamics of planetary gears. Mesh phasing rules to suppress rotational and translational vibrations in planetary gears are valid even when nonlinearity from tooth contact loss occurs. These mesh phasing rules, however, are not valid in the chaotic and period-doubling regions.     

A method to determine dynamic loads on spur gear teeth and on bearings

A method is described which can be used to calculate dynamic gear tooth force and bearing forces. The model includes elastic bearings. The gear mesh stiffness and the path of contact are determined using the deformations of the gears and the bearings. This gives contact outside the plane-of-action and a time-varying working pressure angle. In a numerical example it is found that the only important vibration mode for the gear contact is the one where the gear tooth deformation is dominant. The bearing force variation, however, will be much more affected by the other vibration modes. The influence of the friction force is also studied. The friction has no dynamic influence on the gear contact force or on the bearing force in the gear mesh line-of-action direction. On the other hand, the changing of sliding directions in the pitch point is a source for critical oscillations of the bearings in the gear tooth frictional direction. These bearing force oscillations in the frictional direction appear unaffected by the dynamic response along the gear mesh line-of-action direction.     

Sources and mechanisms of wheel/rail noise: state-of-the-art and recent research

A review is presented of wheel/rail research studies, published since 1978. Additionally a study is presented which is focussed on the magnitudes and relative importance of vertical and horizontal forces in the wheel/rail contact zone. In the specific case and the frequency range 50–2000 Hz the vertical force appeared to be 3–10 times larger than the lateral (axial) force. Nevertheless radiation due to axial excitation of the wheel dominates the wayside sound pressure level in several one-third octave frequency bands. Another significant contribution to the wayside A-weighted sound pressure level is attributed to vertical excitation of the rail.