Dynamic performance simulation research of dual overhead synchronous belt drive system

Abstract

In order to study the dynamic performance of dual overhead synchronous belt transmission system, the load distribution model of the transmission system was established by Recurdyn, the multibody dynamics software, and the kinematics and dynamics simulation of the transmission system was carried out. At the same time, the simulation results are analyzed, and three important initial conditions are analyzed: system load, initial tension of synchronous belt, rotation speed of crankshaft pulley, which affect the load distribution of synchronous belt transmission system, and the load distribution rule under each initial condition is obtained.

Keywords

Recurdyn multibody dynamics dual overhead synchronization belt performance of transmission system

1. Introduction

Double overhead camshaft (DOHC) is a kind of valve arrangement with two camshafts on the cylinder cover. The intake and exhaust valves of the engine are driven by two overhead camshafts, respectively, as shown in Fig. 1.

Drive shafts are used to drive engine accessories such as water pumps, distribution panels, air conditioning compressors, fans, etc. The different structure of engine parts and the different occupancy of space will lead to the diversification of the layout of double-top synchronous belt transmission system [1, 2, 3, 4, 5]. The common dual-top synchronous belt drive system of automobile engine includes: 469Q gasoline engine timing drive system, 698Q timing synchronous belt drive system and 4100Q gasoline engine synchronous belt drive system. Its structure is shown in Fig. 2a–c. ZA synchronous toothed belt is selected for 469Q gasoline engine. The load of 698Q gasoline engine and 4100Q gasoline engine is heavier for bus engine, so ZB timing toothed belt is selected.

Figure 1.

Intake and exhaust device.

Figure 2.

Double overhead auto synchronous belt drive system.

In the performance analysis of synchronous belt drive, Callegari et al. established a multi-body model to study the mechanical properties of synchronous belt drive process, and used the finite element analysis software to analyze the parameters affecting the dynamic characteristics of synchronous belt drive system [6]. Stojanovic et al. analyzed the friction and wear between the belt and the gear teeth in the process of synchronous belt transmission [7]. Johannesson established the interference model of tooth shape, and analyzed the influence of different parameters on the interference and load distribution between belt teeth and teeth [8]. Uchida et al. established a synchronous belt drive system model and simulated the load distribution of the drive system [9].

The development and design of the timing system is basically led by Gates, Decoy, Council and AVL. It is difficult to obtain the relevant parameters of the transmission design, which makes the design of the domestic synchronous belt transmission system mostly limited to single-stage(two axis) transmission. The research of synchronous belt in a multi-axis drive system is complex but necessary. However, very few researches were reported. Moreover, the parameters of synchronous belt drive system in the early stage all depend on manual reference, calculation and experience. It not only has a large workload of technicians and a long design cycle of drive system, but also reduces the accuracy of system parameters. Therefore, in the process of product development, it is necessary to combine the design of synchronous belt drive system with computer technology [10, 11, 12]. While improving the accuracy of transmission system parameters, it reduces the workload, shortens the design cycle, and provides strong support for the development of automobile industry. Thus, in this paper, the model of the transmission system was established by Recurdyn, the multi-body dynamics software, and the kinematics and dynamics simulation of the transmission system was carried out to improve the theory of design of timing system of engine. In addition, 469Q gasoline engine timing drive system was selected as the research object. Before establishing the model, Hypermesh software is used to make the synchronization belt flexible.

2. Establishment of load distribution model for double top drive system

The load distribution of synchronous belt in transmission system is not only an important factor to determine the service life of synchronous belt, but also affects the transmission performance of transmission system [13, 14, 15, 16]. Assumed that the crankshaft speed was 6000 r/min, the transmission load was 5000 N.mm, the contact elasticity coefficient was 3000 N/mm, the damping coefficient was 0.47 N-sec/mm and the friction coefficient was 0.5. The simulation step was 500 steps, the simulation time was 0.5 s, and the transmission system reached the target state after 0.3 s, and ran steadily. Because the device uses ZA synchronous belt with 25.4 mm width, the L synchronous belt meets the relevant parameters and design requirements of ZA synchronous belt through analysis and comparison, and the initial tension is 200 N. The simulation parameters are shown in Table 1. According to GB11362 synchronous belt transmission standard, different types of synchronous belt have different reference widths, as shown in Table 2.

Table 1
Parameters of simulation model

Crankshaft speed (r/min)	6000
Transmission load (N.mm)	5000
Contact elasticity coefficient (N/mm)	3000
Damping coefficient (N-sec/mm)	0.47
Friction coefficient	0.5
Initial tension (N)	200
Simulation time (s)	0.5

Table 2

Parameters of synchronous belt with various sizes

Belt type	Reference widths bso (mm)	Allowable circumferential force Ta (N)	Mass per unit length m (kg/m)
MXL	6.4	/	/
XL	9.5	50.17	0.033
L	25.4	244.46	0.095
H	76.2	2100.85	0.448
XH	101.6	4048.90	1.484
XXH	127.0	6398.03	2.473

After the simulation, the force nephogram of the transmission system is shown in Fig. 3. From the figure, it can be seen that the synchronous belt has large bending stress at the tensioner and inert wheels. According to the characteristics of double overhead synchronous belt drive, the force distribution of synchronous belt drive is divided into AB, BC, CD, DE, EF, FG, GH, HI, IJ and JA, corresponding to 1–10, 10 regions. A to J are meshing points of belt and each pulley. The stress distribution of transmission system was researched.

Figure 3.

Driving system consists of stress nephogram.

According to the tooth structure of ZA synchronous belt, in the process of meshing transmission between synchronous belt teeth and gear slots, the main stress is on the side of belt teeth, and the stress mainly concentrates on the root of teeth [17, 18, 19, 20], as shown in Fig. 4.

Figure 4.

In the process of meshing transmission belt tooth stress distribution and stress distribution.

Therefore, the dynamic load characteristics of the synchronous belt are studied by taking the stress concentration point (tooth root node) as the research object. Through the research, the load characteristics of the synchronous belt could be studied more specifically. The stress concentrate on the line at the tooth root of the belt and the pulley. While, in the model of cross section, its projection is a node. The node selection of the simulation model is shown in Fig. 5a and b. The number of the root node is 723.

Figure 5.

Belt tooth node of stress concentration.

The tight side of synchronous belt meshing with crankshaft and camshaft pulley was taken as the subject for study. The stress distribution nephogram of crankshaft belt teeth and two camshafts belt teeth was shown in Fig. 6. From the figure, it can be seen that in the process of meshing transmission between synchronous belt and pulley, the force of belt teeth mainly concentrates on the root of the teeth. The force on synchronous belt teeth meshing with crankshaft pulley is larger than that on belt teeth meshing with camshaft pulley.

Figure 6.

Synchronous belt tooth stress distribution nephogram.

The stress data of a periodic tooth root node running after 0.3 seconds when the system runs stable is taken as the research object, and the driving area corresponding to the stress of each segment is shown in Fig. 7. The endpoints of each segment correspond to the meshing point and separation point of synchronous belt and pulley respectively. With the beginning and end of the contact with the tensioner pulley, the bending stress changes from large to small, and the peak value of root stress occurs, which is shown as the peak value at region 8 of Fig. 7. In the process of contact with the pulley, there is also a change of stress with the meshing and the separation. For each pulley, the wrap angles are diffenent and radius of curvature are different, which lead to the fluctuation of contact stress and bending stress. With a constant rotating speed of crankshaft, the fluctuation of stress is periodic.

Figure 7.

Synchronous belt tooth root node load stress data distribution.

Figure 8.

Belt toothed stress distribution nephogram of the camshaft pulley 1 with different loads.

Figure 9.

Belt toothed stress distribution nephogram of the camshaft pulley 2 with different loads.

Figure 10.

Belt toothed stress distribution nephogram of the crankshaft pulley with different loads.

3. Effect of load on load distribution of transmission system

In the transmission system, transmission load, initial tension force and pulley speed are the main factors affecting the load distribution of synchronous belt transmission system. By simulating the transmission system under different transmission loads, initial tension and crankshaft pulley speed, the effects of various parameters on the root stress of the transmission system teeth are studied.

The load distribution of different transmission systems varies with the engine transmission load. The transmission performance of synchronous belt transmission system is simulated by taking transmission loads of 5400 N $\cdot$ mm, 7400 N $\cdot$ mm and 9400 N $\cdot$ mm, respectively. After the transmission system runs stably, the stress distribution nephogram of synchronous belt teeth meshing with crankshaft pulley and left and right camshaft pulley is shown in Figs 8–10.

It can be seen from the figure that with the increase of transmission load, the red area in stress nephogram of tooth root node meshing with camshaft pulley and crankshaft pulley gradually increases, that is, the tooth root stress gradually increases. Under the same load, the root stress of synchronous belt teeth meshing with crankshaft pulley is greater than that of synchronous belt teeth meshing with camshaft pulley, because the contact stress and bending stress are larger in the belt during meshing with crankshaft. In the synchronous belt meshing with the camshaft pulley, the root stress of the tightening edge is greater than that of the loosening edge, because the contact stress caused by tensile stress at tightening edge is larger than that caused by compressive stress at loosening edge. The root stress data of different loads are shown in Fig. 11.

Figure 11.

Different stress synchronous belt tooth root node load data distribution.

When the load is 5400 N $\cdot$ mm, the maximum stress value of the tooth root node meshing with crankshaft pulley is 14.05 N/mm ${}^{2}$ . When the load is 7400 N $\cdot$ mm, the stress is 20.50 N/mm ${}^{2}$ . When the load is 9400 N $\cdot$ mm, the stress is 26.55 N/mm ${}^{2}$ . Data analysis is consistent with stress nephogram distribution.

4. Effect of initial tension on load distribution of transmission system

The transmission performance of synchronous belt transmission system is simulated when the initial tension T ${}_{0}$ is 200 N, 300 N and 400 N respectively. After the transmission system ran stably, the stress distribution nephogram of synchronous belt teeth is shown in Figs 12–14.

Figure 12.

Belt toothed stress distribution nephogram of the camshaft pulley 1 with different initial tension.

Figure 13.

Belt toothed stress distribution nephogram of the camshaft pulley 2 with different initial tension.

Figure 14.

Belt toothed stress distribution nephogram of the crankshaft pulley with different initial tension.

Figure 15.

The tooth root stress under the different initial tension.

It can be seen from the figure that with the increase of initial tension, the red area in stress nephogram of tooth root nodes increases gradually, that is, the root stress increases gradually. At the same time, the stress distribution data of the root node in the whole cycle after the transmission was stabilized was studied, as shown in Fig. 15. As can be seen from the graph, when the initial tension force T ${}_{0}$ is 200 N, the maximum meshing stress of the root joint is 24.60 N/mm ${}^{2}$ , when T ${}_{0}$ is 300 N, the maximum stress of the root node is 28.05 N/mm ${}^{2}$ , and when T ${}_{0}$ is 400 N, the maximum stress of the root node is 37.35 N/mm ${}^{2}$ . Data analysis is consistent with stress nephogram distribution.

5. Effect of speed on load distribution of transmission system

In order to study the influence of the speed of the pulley on the load distribution of the transmission system, the speed of the crankshaft pulley was set to 2000 r/min, 4000r/min and 6000 r/min respectively, and the simulation of the transmission system was carried out. The stress distribution nephogram of synchronous belt teeth at different rotational speeds is shown in Figs 16–18.

Figure 16.

Belt toothed stress distribution nephogram of the camshaft pulley 1 with different rotational speed.

Figure 17.

Belt toothed stress distribution nephogram of the camshaft pulley 2 with different rotational speed.

Figure 18.

Belt toothed stress distribution nephogram of the crankshaft pulley with different rotational speed.

Figure 19.

Change of belt tooth stress with different rotational speed.

It can be seen from the figure that with the increase of rotational speed, the centrifugal force of synchronous belt increases, and the red area in stress nephogram of tooth root node decreases gradually, that is, the root stress decreases gradually. With the increasing of rotational speed, the torque on the crankshaft decreased so that the stress of root joint would decrease. The stress distribution of the root nodes during the whole period after the transmission is stable is studied, as shown in Fig. 19. It can be seen from the graph that the maximum stress of the root joint is 39.50 N/mm ${}^{2}$ when n is 2000 r/min, 35.05 N/mm ${}^{2}$ when n is 4000 r/min, and 23.65 N/mm ${}^{2}$ when n is 6000 r/min. Data analysis is consistent with stress nephogram distribution.

6. Conclusion

In this paper, based on the mechanism of synchronous belt transmission, multi-body dynamics analysis software RecurDyn is used to carry out rigid and flexible coupling dynamics simulation of ZA tooth synchronous belt for automobiles, and various dynamic parameter results are obtained. The influence law of initial tension, rotation speed and transmission load on the stress of ZA tooth synchronous belt for automobile is studied. The research results include the following aspects:

The belt element is subjected to different loads during a period of motion. The load on belt element is different when contact with different pulley, this is related to the timing system layout structure and contact angle between the belt and the pulley. The method of increasing the fatigue life would be provided by studying the changing law of contact stress and tension curve of belt element.

Through the theoretical analysis of the tooth stress of the synchronous belt, and the tooth stress distribution simulation of the synchronous belt meshing with two camshaft pulleys and crankshaft pulley, the tooth stress is mainly concentrated on the tooth root in the meshing transmission process of ZA tooth belt and pulleys.

By simulating the tooth root stress of the synchronous belt under different rotation speed, initial tension and load of the transmission system, it is obtained that, with the increase of initial tension and load, the tooth root stress of the synchronous belt meshing with the camshaft pulley and the tooth root stress meshing with the crankshaft pulley increases. The tooth root stress of camshaft pulley synchronous belt and crankshaft pulley synchronous belt decreased with the increase of rotating speed.

Footnotes

Acknowledgments

This project is supported by Special Project of Basic Professional Work of Heilongjiang Education Department (135309374, 135209310), Qiqihaer Science and Technology Bureau, Industrial Research Project (GYGG-201920, GYGG201918).

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Dynamic performance simulation research of dual overhead synchronous belt drive system

Abstract

Keywords

1. Introduction

Table 1 Parameters of simulation model

Footnotes

Acknowledgments

References

Table 1
Parameters of simulation model