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Ratde Phenomena
.Allred Rust, Franz K. 'Brandl & Ge!rhard E. Thien,
AVL List iGmbH, IGiraz,.Austrial
The acceptance by discerning customers of
lowed by a correlation
phenomenon
The subjective noise character itself can contain, among other features. undesirable
phenomena
noise
Finally, a comprehensive
the noise phenomenon
critical phenomenon
splines. It is influenced
features,
gears and
by a combination
of
of
investigation
corn-
Introduction
Generally, the noise level of today' s passenger cars is of an acceptable standard, in term of
both the objective noise level and the subjective
of the driveline.
by the characteristics
Vi.B
shafts and
housing. To ana-
of these parameters,
it is
although
the
and
unit
methods of the
in the passenger
which occurs
compart-
100
Q:I
....
",."
speed dependencies.
90
..l
....
""
0
noi e can
80
'"
2000
4000
6000
30
GEAR
TECHNOLOGY
a n2 _.> 6 dB/octave
an
3 ..
(1)
In Semi
On, Road
II 0 r--'-r.::--r--=-~-.
100 ~~-~~~~~
9O~--I----'1-.::""""~~
80 b,....;:J5:tko,~....,......p."..JI:
70
70
"\1
Cu~1tPrf!r\
-I~~I
I
1''::'
I
0.2 0.5
I
.1
became
a curatedetermination
[00
mall for an
'
'I
Coil
",,;1;
~J.
2
1
BC
5 I o A Level
70 -I{.
flO I.U'
:~:.;
.~~..:..\_
50 0.2 O.S
r-~-r-~-T-~
50
30
20
min.llle
1.001--II-+k-.~;;.:::..=i_I~
90 I--II+~~,....::=I'.--i
V _,__
11"-
~~-t-~~~~
60 I -
40
....---.-...--r--__....
60 L-~_L-~_~~
110
II
. - ~
10
- k Ii 1-
--
IOO'll-Load (AI
--
-----
--
load lei
Motored
(F)
level. For litis reason, the curve for rhe Iran misthe level at 2500 r/min using a slope of 6 dB!
Fig. 2 Comparison between read test and te t cell results (1500 r/min,
tbifld gear).
occurred could be limited to the speed range
maaeal
turbing component
a a dis-
in interior noise.
Identifleatlen
an acoustic test cell with the bare engine-trans-
Tdrng
were performed in
to
An accelerometer
co-driver's
;;;;:drag
begins to occur:
~'crit = TdralJ
Therefore. rattle noise .isgenerated
(4)
when the
hou ing
acceleration
recorded
the
Fig. 2 hows
- could be identified.
condition
.A!lflred IRust
is o project engineer for
acoustic research anddevelopment at A. VI..USI. HI'
'lion indicate.
high-frequency
good correlation
housing is negligible.
to a
e
PTE
Gerhard E. Thien
is rill' .Head of th Fluid
Dynamics and Noise Seclioll of rhl' ACI1!1S1ic Re
searcl: (/lId D velopment
Dt!pl. at i\ VI..List,
U B E 'R I 0 C T 0,8
E A
1 11112
:3'1
of some parameter
1\) Me.sued.
200
0oo~'~
_2
.~
I'"
PC
_:~
&'4++""'1
~fV:' :1::::::'
_~~
(hlghpass
filtered at 3kHz)
;~:~~~~:~Itionat:
180
360
S4Q
moments of
.,
720
on the
!
u
"'.
e,
1:1
E=
",,,
;.... E
-
E~
:> -
mental condition
0.]0
'0.03
0.]5
0.]0
0.05
---
720Crank
B) Cllcllllled
o.rs
F1y"h ~I
of rattle
-=' :4"~':-::'1~~::9~
S~colldary Shan
Key Parameters
,.4
variations).
Impact
of rattle
At:
Loaded Flllnk
for treating gear rattle are provided by "secondary" parameter acting on the propagation of
UII'loodedl Fl- nk
An le
ion ..
og
Q.
.
Reduced
Backlash
Relluce .Inertia of
Free-R. Wheels
1-35%L
Mesh 4
don component
Mesh 3
Mesh 2
Mesh I
(-50%)
transmissicn
mined experimentally
is
internal combustion
rattling transmission.
sur-
additionally
surface.
Backlash. In accordance
with experience,:!
effect of backlash
.100
unrealistic
of
However,
loadedgear
simulation
the
mesh. A computer
tolerances,
is insignificant.
zero backlash
an anti-rattle plate.2
tal investigation,
elastic collisions.
the impacts as
32 GE,t,R TECHNOLOGY
friction
dear
computational
a bya progressively
longer
atisfied.
(3) is
DO
it is impos ible,
remains belowthis limit, then the impact energy at the one t:ooth flank decrea es, but in-
reduction
withilnpracticallimits,
Angular A celeration. Benefits can be obtained from reducing the angular acceleration
continue
wheels.
here are
threshold.
up to higher
celeration.
encethe
echanges
Fi-
transmission
due
to
torsional resonance
.8
ystern
which is obtained
pectra nearly
instantaneous speed
to
clearly illustrates the procedure for the elimination of drive rattle. Tile La k is eitherto rai e the
rattle threshold above the maximum
peed fluc-
peed fluctua-
to move both
limits simultaneously.
A)
disappears
at higher
Original CO!ldition
. t.'!
I
,,,.
R"
Iii:,
..,..
"':l
'U
,I>.,
...'
1500
2000
isolation" effect
Fig. 4 - Characteristics
= lUii
r 0 B E
1 8 11.2
33
the free-running
transmission
011
the primary
as hardware.
distribu-
It favors
even distribution
acceleration
occurring
situation does not change even when the moments of inertia. of the free-funning
wheels are
wheels.
- placement of
Gear Arrangement:
J=32
the
Modified
011
Secondar
Shaft
Angular Aeeclerauon
E
Z
,- 1000 I----.......j.-I-----I
'g
"
~
;
0.5
0.4
0.3
"
<;
::l
~
500
,;;r
~
~
~----~-++-++-__l
fJJ
10
!-
.s"
"
0.2
.:'!!
t:
....
~~ ..~ ..~ ..~w.~a
Srructual
Vibralion
s-.;
90
w-~
~ 80
0
Ig
~
I
v.,-::.oJ
...~
~~\
70 I---+--I--I-----I-~
Hend al Co-Driver's
a ~ '10 I---+-~L.:::fo./....-----!~;\--l
d::l"l 30'---I-+--+""+..~-tt--!
I~"eo
-g 20 Annoying
~
g
6OL- __ ..J....-.JL-....1.._---1_....l
0.2
0.5
10
- kHz
]QFrcquency
Seat
GEAR
TECHNOlOGV
Band...!
not be installed
together
.......
Level of
'"
0.2 0.5
11
2
5]0
Annoying
Band
113 Octave Band Center Frequency kl-I'z
illustrated
in Fig. 4cas
defining the threshold of rattle noise. The cornputational simulation of a 50% reduction of the
inertia of the free-running
wheels confirmed
Fig. 6 - Effed or various improvements (road test, 1500 rlmin, fun load,
fourth gear).
34
"7110
~~60,
?:- 100I---+----,I---+---I--l;;!
';' SO
l--'.. k:=1,---+-lHI---I
low-inertia
Interior Noise
al
because of their
Inertln Torque
[500 .
Moreover
crease in magnitude
and increase
in number
Acknow;ledgement:
II II E RIO
C TOil
;E Rig
~ 2
35