Andrew Spencer Dynamics & Acoustics Engine Development SCANIA :10 Thermal elastohydrodynamic simulation of a slider bearing in a heavy duty diesel engine transmission Info class Public Dynamics & Acoustics/Andrew Spencer/Tribodays

Background – V8 engine gear transmission Info class Public Dynamics & Acoustics/Andrew Spencer/Tribodays Investigation: Can we replace the Intermediate Gear roller bearing with a slider bearing? Intermediate GearCamshafts Crankshaft

Why? Motivation for a change from roller bearing to slider bearing: 1.Noise reduction – lower transmission of meshing noise into the engine block 2.Cost reduction 3.Friction reduction – if the roller bearing has seals then total friction can be lower with a slider bearing Info class Public Dynamics & Acoustics/Andrew Spencer/Tribodays Bearing friction measurement

Multi-Body Dynamic model development Info class Public Dynamics & Acoustics/Andrew Spencer/Tribodays Crankshaft Right Camshaft Left Camshaft Multi-Body Dynamic model of the gear train developed in AVL EXCITE Power Unit Crankshaft is driven at a constant speed Dynamic braking torque is applied to the left and right camshafts, and also to the Fuel Pump, Air Compressor and Power Steering Servo which are all driven through the Intermediate Gear (not shown in the illustration) Intermediate Gear and Hub are modelled as flexible bodies using finite elements Radial and Axial bearings between the hub and Intermediate Gear modelled with Elastohydrodynamic bearings Different engine operating conditions are simulated Intermediate Gear Hub

EXCITE Power Unit model development Info class Public Dynamics & Acoustics/Andrew Spencer/Tribodays Crankshaft is driven at a constant speed Rigid bodies with brake torque applied Flexible bodies Gear joints transmit torque and radial/axial forces between bodies Elastohydrodynamic joints

Condensated bodies Info class Public Dynamics & Acoustics/Andrew Spencer/Tribodays Condensation is performed in Nastran. The DOF’s that we want to keep (because we want to connect a joint to them, or observe their motion in our simulations) are specified, and then Nastran is run to reduce, or condense, the stiffness matrix down to just our specified DOF. This can hugely reduce the DOF in our model. Hub Flexible body Gear Flexible body From to 596 DOF’s From to 1612 DOF’s

Info class Public Dynamics & Acoustics/Andrew Spencer/Tribodays 2015 The time dependent Reynolds equation with cavitation is solved for the radial and axial bearings. For a given separation, the pressure in the lubricant film is calculated. This pressure is then applied to the flexible bodies and the deformation calculated (EHD). A full mixed lubrication model is implemented, if the separation becomes very small then the surfaces will come into contact (asperity contact) and the contact pressure is derived from a pre- calculated asperity stiffness curve. Flow factors are implemented in the Reynolds equation. Tribological joints Example of roughness used to calculate asperity stiffness 7 Radial and Axial bearing pressure profile between hub and gear Lubricant Supply

Simulation of thermal effects The Multi-Body Dynamic model presented so far is iso-thermal Why might we want to include thermal effects? Info class Public Dynamics & Acoustics/Andrew Spencer/Tribodays Increase in friction Increase in the temperature of the components Reduction in lubricant viscosity Reduction in lubricant film thickness

Inclusion of thermal effects 9 Run MBD Model. Results: Frictional heating & oil flow Apply friction heating and oil flow (cooling) from MBD to FEM thermal model FEM: Step 1, Heat Transfer FEM: Step 2, Thermal Expansion Apply new temperatures and clearances to MBD model Evaluate Results Info class Public Dynamics & Acoustics/Andrew Spencer/Tribodays 2015

10 Step 1 – Heat Transfer Info class Public Dynamics & Acoustics/Andrew Spencer/Tribodays 2015

Step 2 – Thermal Expansion Info class Public Dynamics & Acoustics/Andrew Spencer/Tribodays 2015

EXCITE & ABAQUS iterations for temperature Info class Public Dynamics & Acoustics/Andrew Spencer/Tribodays 2015

1.Under certain load conditions the gear is forced backwards due to the axial loads applied through the helical gear 2.The oil flow rearwards out of the radial bearing is very low (25 ml per minute). This is the limit for how much oil can lubricate and cool the rear axial bearing. 3.At the same time the rear axial bearing has the highest heat flux into the bearing, leading to the highest temperatures. 4.The rear portion of the hub also has higher temperatures as there is less surrounding material for the heat to be conducted away through. Results 13 BearingAvg. Oil Flow (l/min) Heat flux to solid (W/m²) Ax. Front Ax. Rear Info class Public Dynamics & Acoustics/Andrew Spencer/Tribodays 2015

Comparison with test data A thermocouple was used to measure the temperature on the back-side of the hub – At the highly loaded condition simulated a spike in temperature is observed during the engine test Info class Public Dynamics & Acoustics/Andrew Spencer/Tribodays Engine Speed Torque transfer through Intermediate gear Oil Temperature

Recommendations from simulation results 1.Most likely cause of high temperatures in the rear axial bearing is too little oil supplied from the radial bearing 2.Solution would be to place axial, or spiral, grooves in the radial bearing Info class Public Dynamics & Acoustics/Andrew Spencer/Tribodays 2015

Design change test results Info class Public Dynamics & Acoustics/Andrew Spencer/Tribodays

Conclusions and Future Work The use of Multi-body Dynamic simulation with thermal effects and EHD bearing models led to a fundamental understanding of the tribological behaviour of the system, not possible to gain from testing alone The model was predictive of the elevated temperatures observed during engine testing Future work will entail expanding the semi-2D heat transfer and thermal expansion FEM model to be fully 3D so that local hotspots around the circumference of the bearing can be calculated Info class Public Dynamics & Acoustics/Andrew Spencer/Tribodays

Info class Public Dynamics & Acoustics/Andrew Spencer/Tribodays