machines
Article
Dynamic Analysis of Gear Rattling of a Certain Type of
Dual-Clutch Transmission
Dong Guo 1 , Qinfeng Ning 1 , Shuaishuai Ge 1, *, Yi Zhou 2 and Ruitian Luo 3
Citation: Guo, D.; Ning, Q.; Ge, S.;
Zhou, Y.; Luo, R. Dynamic Analysis
of Gear Rattling of a Certain Type of
Dual-Clutch Transmission. Machines
2022, 10, 805. https://doi.org/
10.3390/machines10090805
Academic Editor: Yongbo Li
Received: 14 August 2022
Accepted: 8 September 2022
Published: 12 September 2022
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4.0/).
Machines 2022, 10, 805. https://doi.org/10.3390/machines10090805
1 Key Laboratory of Advanced Manufacturing Technology for Automobile Parts, Ministry of Education,
Chongqing University of Technology, Chongqing 400054, China
2 College of Mechanical Engineering, Chongqing University, Chongqing 400044, China
3 Chongqing Tsingshan Industrial Co., Ltd., Chongqing 402760, China
* Correspondence: gess@cqut.edu.cn
Abstract: In order to accurately explore the transmission rattling phenomenon and the influence of
different factors on the dynamic characteristics of the gear rattling of the dual-clutch transmission
under the condition of preselected gears, this paper establishes the gear rattling dynamics model of
the transmission with the 1st gear without preselection and the preselected 4th gear, respectively; The
model takes into account factors such as time-varying mesh stiffness, mesh damping, nonlinear oil
film force, nonlinear backlash, and the drag torque generated by the clutch in the unengaged state. In
addition, the feasibility of the dynamic model was verified by the bench test. On this basis, we took
the gear meshing power and system power loss as quantitative indexes to analyze the influence of the
preselected gear state and different parameters on the rattle vibration of the transmission. The results
show that the pre-selected gear will not have a significant effect on the gears that have been rattled in
the non-pre-selected state, and the torque fluctuation of the non-power flow shaft is aggravated by
the influence of the transmission power flow branch and transmission ratio at different levels, which
makes the overall rattling strength increase. In order to improve the transmission efficiency of the
gear, the torque fluctuation of the input end of the system should be reduced as much as possible,
and a larger lubricant viscosity can be appropriately selected, the inertia of the empty gear can be
properly reduced, and the tooth clearance can be relaxed for selection.
Keywords: gear rattle; pre-selection; power loss; lubrication effect; drag torque; experiment
1. Introduction
Transmission rattling noise originates from the fact that the transmission often meshes
with unloaded gear pairs. Since the idle gears under non-power flow are less loaded,
their freedom of circumferential motion is strong, which are susceptible to factors such
as engine output fluctuations, gears parameters, drag torque, oil temperature and other
factors, resulting in rattling noise, causing the driver and passengers to feel uncomfortable.
In recent years, the transmission gear rattle has drawn increasing attention from many
researchers, and much research has been carried out. For example, Yoon [1] studied the
influence of clutch hysteresis on gear rattling by establishing a nonlinear model of multi-
stage clutch damper. The research results show that adjusting the clutch hysteresis to the
optimal range can effectively reduce the speed fluctuation of the transmission input shaft ,
thereby reducing the rattling noise. Wang et al. [2] studied and predicted the transmission
gear rattle phenomenon by establishing a multi-degree of freedom torsional vibration
model of the transmission system including flywheel, clutch, shaft and gear, etc., and
developed a set of transmission rattling analysis software based on the model. Bozca [3]
established a dynamic model of a transmission, using the theoretically calculated rattling
noise as an index, and under the constraints of gear bending stress and contact stress, the
optimization of the rattling noise of the transmission gear was realized. Chen et al. [4]
studied the NVH problem of the power transmission system, and compared the effects
https://www.mdpi.com/journal/machines
Machines 2022, 10, 805 2 of 18

of clutch torsional stiffness, backlash, and other parameters on the gear percussive force
and average impact power. Ling et al. [5] developed a six-degree-of-freedom nonlinear
dynamic model using the periodic expansion method to obtain the periodic and chaotic
response of the system by observing its dynamic trajectory.
Some scholars also considered the effect of gear lubricant oil and established the
corresponding gear dynamics model. Theodossiades et al. [6] considered the gear impact
surface as a lubricated connection and studied the dynamic response of the transmission
gear under light load conditions. The results show that the appropriate lubricant viscosity
can make the power transmission more stable. Brancati [7,8] established an elastic contact
force model including the tooth surface contact and a nonlinear oil film force model when
the tooth surface was not in contact, and analyzed the influence of oil film extrusion on
gear rattling. Rahnejat et al. [9] considered the coiling and extrusion effects of intertooth
lubricating oil, and pointed out that the oil film force was related to the viscosity of
lubricating oil, coiling and suction speed, and the extrusion oil film speed between teeth.
Cruz et al. [10] considering the thermal contact state of the gear, studied the effect of oil
temperature on the gear impact ratio, and proposed that the impact ratio can distinguish the
gear rattle state. Wei et al. [11] established a 6-DOF model of the transmission system and
studied the influence rules of the clutch stiffness and the moment of inertia of master-slave
moving disks on gear rattling. Changenet [12] used a single pair of spur gears as the test
object and carried out extensive tests considering gear parameters, lubricant oil parameters
and operating parameters to fit a new formula for calculating the churning torque.
Based on the summary of the above references, although some scholars have done
more research on the problem of gear rattling, most of them focus on establishing the
dynamic model of a single or two pairs of gear pairs, and most of the models are established
under the premise of dry friction, which is difficult to reflect the rattling situation of each
gear inside the transmission under lubrication. In addition, few scholars have carried out
research on the gear rattling phenomenon of the dual-clutch transmission, and there are not
many studies on the influence of the preselected gear state on the rattling of the dual-clutch
transmission. This paper studies the possible rattling phenomenon of a certain type of wet
dual-clutch transmission in the 1st gear and the 1st gear preselected 4th gear; a multi-speed
gear rattling dynamic model was established to study the influence law of pre-selected
gear state on the overall rattling vibration of the transmission, which comprehensively
considered drag torque, nonlinear oil film force, lubricating oil quality, mesh stiffness, and
backlash. Furthermore, the gear rattle index and transmission power loss index were used
to explore the influence of different parameters on the gear rattle strength.

2. Dynamic Model of Transmission Gear Rattling

2.1. Dynamic Model
The dual clutch transmission is equivalent to the combination of two manual trans-
missions in a mechanical structure. Under the control of TCU, it can realize alternate shift
through two pairs of clutches and a shift device.Its structure is shown in Figure 1.
The internal and external clutches of the transmission correspond to the input inner
shaft and outer shaft respectively. Gears 1, 3, 5, and 7 are driven by the input inner
shaft, and gears 2, 4, 6 and R are driven by the input outer shaft. Under the dual clutch
automatic transmission in the primary block strategy, by controlling the two-clutch combine
alternately, which can realize power without interruption shift, with 1 in the primary 4
block as an example, the clutch under the impetus of the piston within the transmission
torque, and the power passes through the inner clutch. The input shaft 1 is transmitted
to the driving gear and driven gear of the 1st gear, and finally through the main reducer,
differential, and half shaft which is connected and passed around. At this time, the external
clutch, external input shaft 2 and the output shaft 2 do not transmit power, but due to the
meshing of the main reduction gear end of the output shaft and the 4th gear pre-selection
at this time, the driven end of the external clutch, the external input shaft 2, and the output
Shaft 2 also rotates with it.

Machines 2022, 10, 805
driving gear and driven gear of the 1st gear, and finally through the main reducer, differ- 99
ential, and half shaft which is connected and passed around. At this time, the external 100
clutch, external input shaft 2 and the output shaft 2 do not transmit power, but due to the 101
meshing of the main reduction gear end of the output shaft and the 4th gear pre-selection 3 of 18102
at this time, the driven end of the external clutch, the external input shaft 2, and the output 103
Shaft 2 also rotates with it. 104

105

Figure Structure diagram

Figure 11.Structure diagramofofdual
dualclutch transmission.
clutch transmission 106

On Onthe the power

power transmission
transmission route,
route, because
because the synchronizer
the synchronizer is not engaged,
is not engaged, when the when107
the transmission
transmission torque fluctuates,
torque fluctuates, the driving
the driving gear combined
gear combined with thewith
gearsthe3, gears
5, and3,75,will
and 7108
will have speed fluctuation, so there will be the risk of gear rattling. On
have speed fluctuation, so there will be the risk of gear rattling. On the non-power trans- 109 the non-power
transmission
mission route, due route,
to thedue toselection
pre- the pre- selection
of the 4thof the it4th
gear, gear, it is equivalent
is equivalent to inputting to torque
inputting110
fluctuations to the external input shaft 2. At the same time, the input shaft 2 has the2drag
torque fluctuations to the external input shaft 2. At the same time, the input shaft has the111
drag torque of the external clutch to cause it to rotate. and the empty
torque of the external clutch to cause it to rotate. and the empty sleeve gears in the gears sleeve gears in the112
2, 4gears
and R2,will
4 and R rotate
also will also rotate accordingly
accordingly due to thedue to the of
friction friction of theroller
the needle needle roller bearings
bearings and 113
and synchronizer. Thus, the idler gear of the 1st, 3rd, and 5th gears
synchronizer. Thus, the idler gear of the 1st, 3rd, and 5th gears may also be at risk of rat- may also be at risk114
of rattling on the non-power transmission route.Therefore, the gears
tling on the non-power transmission route.Therefore, the gears that may produce rattling 115 that may produce
are rattling
shown in areTable
shown 1. in Table 1. 116

Table
Table 1. Possible 1 Possible
rattling rattling
gears under two gears under
working two working
conditions. conditions.
(Note: “o” means rattling is possible;117
“×” means rattling is impossible).
(Note: “o” means rattling is possible; “×” means rattling is impossible) 118

1st 2nd 1st3rd 2nd 4th3rd 4th

5th 5th 6th 6th 7th
7th reverse
Reverse
Condition
Gear
Condition
Gear Gear gear Gear Gear
gear gear gear gearGear gear Gear
gear Gear
gear
1st × 1st × × o × × o ×o o × × oo ××
1st pre-selection 4th × o o o o o o o
1st pre-selection 4th × o o o o o o o

Therefore,
Therefore, in order
in order to explore
to explore the the influence
influence of the
of the preselected
preselected geargear strategy
strategy on onthe the119
rattling
rattling characteristics
characteristics ofdual-clutch
of the the dual-clutch transmission,
transmission, this paper
this paper established
established the gearthe rat-gear120
rattling
tling dynamicsdynamics
modelmodel of the
of the 1st 1stwithout
gear gear without preselection,
preselection, the 1st the
gear1st gear preselected
preselected and theand121
Machines 2022, 10, x FOR PEER REVIEW
4th the 4th
gear forgear for related
related research,
research, as shownas shown in Figure
in Figure 2. The 2. The mathematical
mathematical modelmodel5 of 19is shown
is shown in 122
in Equations (1) and (2):
Eqs.(1-2): 123

Without pre-selection 124

𝐼 ⋅𝜃 +𝑇 =𝑇
𝐼 ⋅ 𝜃 + 𝐹 ⋅ 𝑐𝑜𝑠 𝛽b1 ⋅ 𝑟bp1 + 𝐹 ⋅ 𝑐𝑜𝑠 𝛽b3 ⋅ 𝑟bp3 + 𝐹 ⋅ 𝑐𝑜𝑠 𝛽b5 ⋅ 𝑟bp5 + 𝐹 ⋅ 𝑐𝑜𝑠 𝛽b7 ⋅ 𝑟bp7 = 𝑇
(1)
𝐼 ⋅ 𝜃 − 𝐹 ⋅ 𝑐𝑜𝑠 𝛽b3 ⋅ 𝑟bg3 + 𝑇d3 = 0

𝐼 ⋅ 𝜃 − 𝐹 ⋅ 𝑐𝑜𝑠 𝛽b5 ⋅ 𝑟bg5 + 𝑇d5 = 0

148

Figure
Figure 2. Schematic diagram of 2. Schematic
dynamic diagram ofrattling:
model of multi-gear dynamic (a)model of (b)
1st gear; multi-gear rattling: (a) 1st
1st gear pre-selection 4thgear; (b) 1st
149
gear
pre-selection 4th.
2.2. Gear contact model 150
The model established in this paper is a dynamic model with the lubrication effect 151
considered. Therefore, the gear meshing force 𝐹 in the lubrication state includes two 152
aspects: the dynamic meshing force 𝐹 generated by direct contact of gear teeth and the 153
fluid lubrication force 𝐹 generated by extrusion and suction of lubricating oil when the 154
Machines 2022, 10, 805 4 of 18

Without pre-selection
..
I1 · θ 1 + TDMF = Te
..
I2 · θ 2 + F1 · cosβ b1 · rbp1 + F3 · cosβ b3 · rbp3 + F5 · cosβ b5 · rbp5 + F7 · cosβ b7 · rbp7 = TDMF
..
I3 · θ 3 − F3 · cosβ b3 · rbg3 + Td3 = 0
..
I4 · θ 4 − F5 · cosβ b5 · rbg5 + Td5 = 0
..
I5 · θ 5 − F7 · cosβ b7 · rbg7 + Td7 (1)
.. =0 . . 
I6 · θ 6 + K1 · (θ6 − θ7 ) + C1 · θ 6 − θ 7 − F1 · cosβ b1 · rbg1 = 0
.. . .  . . 
I7 · θ 7 + K2 · (θ7 − θ8 ) + C2 · θ 7 − θ 8 − K1 · (θ6 − θ7 ) − C1 · θ 6 − θ 7 = 0
.. . . 
I8 · θ 8 − K2 · (θ7 − θ8 ) − C2 · θ 7 − θ 8 + T f = 0

With pre-selection
..
I1,1 · θ 1,1 + TDMF = Te
..
I1,2 · θ 1,2 + F1 cosβ b1 · rbp1 + F3 cosβ b3 · rbp3 + F5 cosβ b5 · rbp5 + F7 cosβ b7 · rbp7 = TDMF
..
I1,3 · θ 1, 3 − F3 · cosβ b3 · rbg3 + Td3 = 0
..
I1,4 · θ 1,4 − F5 · cosβ b5 · rbg5 + Td5 = 0
..
I1,5 · θ 1,5 − F7 · cosβ b7 · rbg7 + Td7 =
 .0
.. . 
I1,6 · θ 1,6 + K1 · (θ1,6 − θ1,7 ) + C1 · θ 1,6 − θ 1,7 − F1 · cosβ b1 · rbg1 = 0
..
I1,7 · θ 1,7 + F4 · cosβ b4 · rbg4 + Ta =0 (2)
.. . . 
I1,8 · θ 1,8 − K2 · (θ1,7 − θ1,8 ) − C2 · θ 1,7 − θ 1,8 + T f = 0
..
I1,9 · θ 1,9 + F2 · cosβ b2 · rbp2 + F6 · cosβ b6 · rbp6 − F4 · cosβ b4 · rbp4 + Tclutch = 0
..
J1,10 · θ 1,10 − F6 · cosβ b6 · rbg6 + Td6 = 0
..
I1,11 · θ 1,11 + FR · cosβ bR · rbpR − F2 · cosβ b2 · rbg2 + Td2 = 0
..
I1,12 · θ 1,12 − FR · cosβ bR · rbgR
 . + TdR. =0 . . 
Ta = K2 · (θ1,7 − θ1,8 ) + C2 θ 1,7 − θ 1,8 − K1 · (θ1,6 − θ1,7 ) − C1 · θ 1,6 − θ 1,7

where I1 = I1,1 is the moment of inertia of the engine and the primary flywheel, I2 = I1,2 is
the sum of the moment of inertia of the inner input shaft + secondary flywheel + clutch,
Ii = I1,i (i = 3, 4, 5) is the i gear idler gear moment of inertia, I6 = I1,6 is the moment of
inertia of the 1st gear, I7 = I1,7 is the moment of inertia of the main reducer and differential,
I8 = I1,8 is the moment of inertia of the half shaft and loading motor, I1,9 is the outer
moment of inertia The moment of inertia of the input shaft and the outer clutch driven
plate, I1,10 is the moment of inertia of the 6th gear, I1,11 is the moment of inertia of the
2nd gear, I1,12 is the moment of inertia of the reverse gear, K1 and C1 are the torsional
stiffness and torsional damping of the output shaft, K2 and C2 are the torsional stiffness and
torsional damping of the half shaft, respectively; Tdi (i = 2, 3, 5, 6, 7, R) and Tclutch are the
drag torque generated by the idler gear and clutch in each gear, β bi (i = 1, 2, 3, 4, 5, 6, 7, R)
is the base circle helix angle of each gear, rbpi , rbgi (i = 1, 2, 3, 4, 5, 6, 7, R) is the base circle
radius of the main and driven gears of each gear, and TDMF is the transmission torque of
the dual-mass flywheel torsion damper:

TDMF = K D2 ϑ + (K D2 − K D1 )/2 · [(ϑ − θ D1 )tanh(σ (ϑ − θ D1 )) − (ϑ + θ D1 )·

tanh(σ (ϑ + θ D1 ))]+K D1 /2·[(ϑ − θ D0 )tanh(σ(ϑ − θ D0 )) − (ϑ + θ D0 )·
.
tanh(σ (ϑ + θ D0 ))] + M0 tanh σ ϑ

where K D1 and K D2 are the primary and secondary damping stiffnesses of the dual-mass
flywheel torsional damper, respectively, θ D0 and θ D1 are the idle travel angle of the torsional
damper and the working angle of the primary damping stiffness, and M0 is the torsion of
the dual-mass flywheel. The dry friction resistance torque of the shock absorber, Memax is
the maximum torque of the engine, M0 = ( 0.05 ∼ 0.1) Memax .
Machines 2022, 10, 805 5 of 18 148

Figure 2. Schematic diagram of dynamic model of multi-gear rattling: (a) 1st gear; (b) 1st gear pre-selection 4th 149

2.2.
2.2.Gear
GearContact
contactModel
model 150
The
The model establishedininthis
model established thispaper
paperisisa adynamic
dynamicmodel
modelwith
withthe
thelubrication
lubricationeffect
effect 151
considered. the gear meshing force F
considered. Therefore, the gear meshing force 𝐹 in the lubrication stateincludes
Therefore, m in the lubrication state includestwo
two 152
aspects: the dynamic meshing force Fe generated by direct contact of gear teeth and the
aspects: the dynamic meshing force 𝐹 generated by direct contact of gear teeth and the 153
fluid lubrication force Fh generated by extrusion and suction of lubricating oil when the
fluid lubrication force 𝐹 generated by extrusion and suction of lubricating oil when the 154
tooth surfaces do not contact. The two contact forms are shown in Figure 3.
tooth surfaces do not contact. The two contact forms are shown in Figure 3. 155

156
Figure 3. Schematic diagram of gear contact form.
Figure 3. Schematic diagram of gear contact form. 157

However,
However,ininthe
theprocess
processofofgear
gearprocessing,
processing,ininorder
ordertotoavoid
avoidthermal
thermalexpansion
expansionjam,
jam, 158
and to produce ideal lubrication, it is necessary to maintain adequate clearance.
and to produce ideal lubrication, it is necessary to maintain adequate clearance. AccordingAccording 159
totoreference
reference[13] backlash
[13] backlash2cb2𝑐
is symmetrically distributed
is symmetrically and and
distributed lubricants exist exist
lubricants between the
between 160
two tooth surfaces and change the relative displacement of gears. Therefore, the
the two tooth surfaces and change the relative displacement of gears. Therefore, the back- backlash 161
islash
expressed by theby
is expressed nonlinear deformation
the nonlinear function
deformation σ(t), as𝜎(𝑡),
function shown in Equation
as shown in Eq.(3):
(3): 162
 𝑥 −𝑐 𝑥 >𝑐 −ℎ
 xn − cb xn > cb − hmax
𝜎(𝑡) = 0 |𝑥 |≤𝑐 −ℎ (3) 163
σ(t) = 0 | xn |≤ cb − hmax (3)
 𝑥 +𝑐 𝑥 < −𝑐 + ℎ
xn + cb xn < −cb + hmax
where ℎ is the upper limit of the central oil film thickness at which the meshing force 164
begins, 𝑐 − ℎ is the nonlinear backlash affected
where hmax is the upper limit of the central oil film thickness by ℎ . The
at direct
which thecontact
meshingcondition
force 165
begins, cb − hmax is the nonlinear backlash affected by hmax . The direct contact condition the
is regarded as a special case of lubrication condition, where there is no oil between is 166
two tooth
regarded assurfaces,
a speciali.e, ℎ of lubrication
case = 0 mm. condition, where there is no oil between the two 167
Therefore,
tooth surfaces, i.e,the meshing
hmax = 0 mm.force 𝐹 of gears in the lubrication state can be expressed by 168
piecewise function
Therefore, as shownforce
the meshing in Eq.(4)
Fi of gears in the lubrication state can be expressed by 169
piecewise function as shown 𝐹 in=Equation
𝐾 ∙ 𝜎(𝑡)(4)+𝐶 ∙𝑥 𝑥 >𝑐 −ℎ
𝐹 = 𝐹 .
|𝑥 | ≤ 𝑐 − ℎ (4) 170
 F𝐹e 1 = 𝐾Km ∙· 𝜎(𝑡)
σ(t) +
+ 𝐶Cm ∙·𝑥x n xn >𝑥 cb<−−𝑐 hmax+ ℎ
Fm = Fh | xn |≤ cb − hmax (4)
.
Fe2 = Km · σ (t) + Cm · x n xn < −cb + hmax


where xn is the normal relative displacement of helical gear, cb is half of the backlash, rbp
and rbg represent the base circle radius of the main and driven gears respectively, Km is the
time-varying meshing stiffness of the gear, and Cm is the gear meshing damping [14,15]
which can be expressed as:
r  
Cm = 2ξ Km rbp 2 rbg 2 I p Ig / rbp 2 I p + rbg 2 Ig (5)

where ξ represents the damping ratio coefficient, which usually ranges from 0.03 to 0.17,
and the value in this paper is 0.1.
In this paper, the potential energy method [16–18] is used to calculate the time-varying
mesh stiffness of the helical gear pair. The potential energy method divides the gear mesh
stiffness into hertzian contact stiffness k h and bending stiffness k b , shear stiffness k s , axial
 is the time-varying meshing stiffness of the gear, and 𝐶 is the gear meshing dam
[14,15] which can be expressed as:
𝐶 = 2𝜉 𝐾 𝑟 𝑟 𝐼 𝐼 (𝑟 𝐼 +𝑟 𝐼 )

Machines 2022, 10, 805

where 𝜉 represents the damping ratio coefficient, which usually ranges from 0.03 to
6 of 18
and the value in this paper is 0.1.
In this paper, the potential energy method [16,17,18] is used to calculate the
varying mesh stiffness of the helical gear pair. The potential energy method divid
compression stiffness
gear mesh k a , stiffness
matrix stiffness k f , and
into hertzian the stiffness
contact stiffness of 𝑘eachandpart is connected
bending stiffnessin𝑘 , shear
parallel to obtain the time-varying mesh stiffness of the helical gear pair, which
ness 𝑘 , axial compression stiffness 𝑘 , matrix stiffness 𝑘 , and the stiffness of each is:
is connected
1 in
1 parallel
1 to 1obtain1the time-varying
1 1 mesh
1 stiffness
1 of the helical gear
= 1/(is: +
kwhich + + + + + + + ) (6)
kh k bp k sp k ap kfp k bg k sg k ag kfg
𝑘=1 ( + + + + + + + + )
The time-varying meshing stiffness of partial gears of transmission calculated
The time-varying meshing stiffness of partial gears of transmission calculated based on
the potential energy method is shown in Figure 4. The dotted line represents the time-varying
on the potential energy method is shown in Figure 4. The dotted line represents the
meshing stiffness of a single gear tooth, and the solid line represents the comprehensive
varying meshing stiffness of a single gear tooth, and the solid line represents the com
meshing stiffness considering the simultaneous meshing of multiple teeth.
hensive meshing stiffness considering the simultaneous meshing of multiple teeth.

Figure
Figure 4. Mesh 4. Mesh
stiffness stiffness
of helical of1st
gear: (a) helical
gear; gear:
(b) 4th(a) 1st gear; (b) 4th gear
gear.

When the tooth When the tooth

surfaces do not surfaces
contact,do thenot contact, the
lubricating oillubricating
between the oiltwo
between
meshingthe two me
teeth canasbe
teeth can be regarded regarded as
a nonlinear a nonlinear elastic-damping
elastic-damping element with time element with time
variation. variation. U
Under
the action
the action of tooth surfaceof extrusion
tooth surface andextrusion
coiling, the and coiling,
fluid the fluid
lubrication lubrication
force force is prod
is produced,
which will affect the will
which dynamic
affectresponse
the dynamic of theresponse
gear meshing. The meshing.
of the gear mathematical model of
The mathematical mo
the oil film force
theisoil
summarized
film force isassummarized
Equations (7)–(9): as Eqs. (7-9):
ℎ >𝛿 >ℎ ℎ =𝛿
  3 ⎧ ⋅𝑢−  ⋅δ > h < h0 = δ
2Lη0 req
·u− √ 3πLη0 req 2 dhi⎪ dh √ h max > i min i ℎ
i > 𝛿 > 0 ℎ =ℎ
hi 𝐹 · =
i
dt < 0


 hi 2 dt h > δ > 0 h = h
hi = ⎨  min i i min
(7)
2Lη0 req ⎪ dhi hmax > δi > hmin hi = δℎi >𝛿 >ℎ ℎ =𝛿
· u ⋅ 𝑢 ≥ 0 ≥ 0

⎩ ℎ >𝛿 >0 ℎ =ℎ

hi dt hmin > δi > 0 hi = hmin


𝑢 = 𝑣 + 𝑣 𝑐𝑜𝑠 𝛽⁄𝑐𝑜𝑠 𝛽
u = v p + v g cosβ/cosβ b (8)
r p θ p −r g θ g
⎧𝑐 −r p θ p > r g θ g 𝑟𝜃 >𝑟𝜃

cb − cosαn cosβ ⎪


hi = c b ℎ = 𝑐 r p θ p = rg θg 𝑟𝜃 =𝑟𝜃 (9)

c + p p ⎪ r θ − r⎨ θ
g g
𝑐 +r p θ p < r g θ g 𝑟𝜃 <𝑟𝜃

b cosαn cosβ
⎩
where the C w and C s are equivalent damping coefficients of coiling and extrusion, respec-
where the
tively; L represents 𝐶 and curve
the meshing 𝐶 areofequivalentthe helicaldamping gear, req coefficients
represents the of coiling and extrusio
equivalent
spectively; 𝐿 represents the meshing curve of the helical
radius of the curvature of the gear, hi represents oil film thickness, dhi /dt is the oil film the eq gear, 𝑟 represents
extrusion speed,lent
η0radius of thethe
represents curvature
dynamicof the gear,
viscosity of ℎtherepresents
lubricatingoil film
oil, thickness, the
δi represents 𝑑ℎ ⁄𝑑𝑡 is t
distance betweenfilmtooth
extrusion speed,
profiles, the 𝜂 represents
v p and the dynamic
v g represent viscosity
the rolling speedofofthe tooth sur- oil, 𝛿 r
thelubricating
sents the distance
face of the main and driven gears. h between tooth profiles, the 𝑣 and 𝑣
is to avoid that the calculated value of Equation represent the rolling
(7) speed
min
tends to be infinite when hi becomes null, so a saturation value was adopted, let hi = 10R a ,
where R a represents the mean roughness [19] the u is the suction speed of lubricating oil.

2.3. Drag Torque

The drag torque TD in the dual clutch transmission mainly includes two forms: gear
drag torque and wet clutch drag torque, Since the torque of the gear power transmission is
much larger than the drag torque, the bearing gear in this paper ignores the influence of
the drag torque, while ignoring the main wind resistance.
Machines 2022, 10, 805 7 of 18

The drag torque Td [20,21] of the idle gear mainly includes three aspects: the gear oil
stirring resistance torque Tc , the roller bearing torque Tr and the oil film shear resistance
torque Ts . Fuether, the gear oil churning resistance torque Tc can be passed through the
Formulas (10)–(12) and calculated as follows:

Tc = 0.5ρω 2 g Sm r p 3 C (10)

Fr = w g 2 r p /g (11)
  0.45  0.1


 1.366 h
2r p
V
8r p 3
Fr −0.6 Re−0.21 Re ≤ 6000

2
Re = w g r p /vC = (12)

  0.1  −0.35  0.85
3.644 h V
Fr −0.88 b
Re ≥ 9000

2r p 8r p 3 2r p

where ρ is the lubricating oil density, ω g is the angular velocity of the idle gear, Sm is the
oil immersion area, r p is the gear pitch circle radius, h is the oil immersion depth, V is the
lubricating oil volume, Fr is the Froude number, Re is the Reynolds number, b is the tooth
width, and v is the kinematic viscosity of the lubricating oil.
In the method of reference [22] the bearing resistive torque is shown in Equation (13)
 2
103 f 0 (υ · ∆N ) 3 dm 3 v · ∆N ≥ 0.002


Tr = (13)

16 d 3 f v · ∆N < 0.002

m 0

where f 0 is the lubrication factor, which is related to the type of lubricant and lubrication
method, and its value can be referred to the standard ISO TR 14179-2-2001, ∆N is the speed
difference between the driven gear and the shaft; dm is the average diameter of the bearing.
The oil film shear torque is mainly the resistance torque caused by the relative mo-
tion between the inner cone surface of the synchronizer lock ring and the outer cone
surface of the gear friction when the synchronizer is not combined, and the mathematical
expression is:
Ts = 4π 2 µLR3 ∆N/30jc (14)
where µ is the lubricant dynamic viscosity, L is the length of the tapered surface, R is the
average radius of the tapered surface, and jc represents the clearance between the tapered
surfaces of the synchronizer ring and the synchronizer gearing.
In summary, the total no-load gear dragging torque Td can be expressed as:

Td = Tg + Tr + Tsy (15)

The clutch drag torque is related to the state of the lubricating oil between the friction
disc gaps [23]. Under the influence of the relative rotational speed of the friction disc, the
flow rate and the viscosity of the lubricating oil, there are three states of the lubricating oil
between the friction disc gaps: the oil film state, the mixed state of the oil film and the oil
mist state, and the pure oil mist state, as shown in Figure 5. In the figure, ri , ro and r ∗ are
the inner diameter of the friction disc, the outer diameter of the friction disc and the critical
radius, respectively, and the calculation expression is as in Equation (16).

r ∗ ≤ ri

 rq
 i
∗ 6Q a µ
r = ρπhc 3 (w2 +w∆w+0.3∆w2 )
ri ≤ r ∗ ≤ r o (16)
r∗

ro > ro


where Q a lubricating oil flow, hc clutch disc clearance, w and ∆w are the speed difference
between driven disc and clutch disc, respectively; ri and ro are the inner diameter and outer
diameter of clutch disc, respectively.
 𝑟 𝑟 ≤𝑟
⎧
radius, respectively, and the calculation expression is as in Eq. (16). 245
∗
𝑟 ∗ 𝑟= 𝑟 𝑟≤≤𝑟 ∗𝑟≤ 𝑟 (16) 246
⎧ ⎨ ( . )
∗
𝑟 = ⎩𝑟 ( 𝑟 ≤ 𝑟∗ ≤ 𝑟∗ > 𝑟 (16) 246
. )
⎨
∗
Machines 2022, 10, 805 ⎩𝑟 ℎ clutch disc clearance, 𝑤 𝑟and
where 𝑄 lubricating oil flow, > 𝛥𝑤
𝑟 are the speed difference
8 of 18 247
between driven disc and clutch disc, respectively; 𝑟 and 𝑟 are the inner diameter and 248
where 𝑄 lubricating oil flow, ℎ clutch disc clearance, 𝑤 and 𝛥𝑤 are the speed difference 247
outer diameter of clutch disc, respectively. 249
between driven disc and clutch disc, respectively; 𝑟 and 𝑟 are the inner diameter and 248
outer diameter of clutch disc, respectively. 249

250
Figure 5. Schematic diagram of the lubrication state between clutch discs.
Figure 5: Schematic diagram of the lubrication state between clutch discs 250 251
According
Figure 5: Schematic to the
diagram
According toofoil
the
the film
oil statestate
film of lubricating
lubrication state oil, the
between
of lubricating mixed
clutch
oil, state ofstate
discs
the mixed oil film and
of oil oil mist
film and oil251 252
andmist
the pure oil mist state in the friction disc gap, the towed
and the pure oil mist state in the friction disc gap, the towed torque T clutch−
torque
oil , T 𝑇 −mix ,
clutch 253
and𝑇According to
canthe
Tclutch−mistand oil film state
𝑇be calculated
of lubricating
canbybe
Equations oil, the mixed state
(17)–(20)
calculated by Eqs.respectively, whereof oil
(17-20) respectively,
film
N is theand
wherenumberoil 252
N is the 254
mist and the pure oil mist state in the friction disc gap, the towed torque 𝑇
of friction , 253
numberpairs.
of friction pairs. 255
𝑇 and 𝑇 can be calculated by Eqs. (17-20) respectively, where N is the 254
 
∗4 4
Tclutch−oil = πη0 ∆wN/2hc r − ri (17)
number of friction pairs. 𝑇 = 𝜋𝜂 𝛥𝑤𝑁⁄2ℎ (𝑟 ∗ − 𝑟 ) (17) 255 256
Z ro
⁄2ℎc⁄(𝑟 ∗
𝑇 𝑇 −mix ==2πη
Tclutch 𝜋𝜂 0𝛥𝑤𝑁
= 2𝜋𝜂∆wN/h
𝛥𝑤𝑁 ℎr∗ φ− 𝑟)r3)dr𝑟 𝑑𝑟
(r𝜙(𝑟) (17) (18) 256
(18) 257
∗

𝑇 𝜙(𝑟) = 6𝜂𝑄= 2𝜋𝜂2 𝛥𝑤𝑁

⁄(𝜌𝜋𝑟 ℎ 2⁄+
ℎ(𝑤 ∗+𝜙(𝑟)
w∆w𝑤𝛥𝑤
𝑟+𝑑𝑟0.3𝛥𝑤 )) (18) (19) 257
  
φ (r ) = 6ηQ a / ρπr hc 3 w + 0.3∆w 2
(19) 258

𝜙(𝑟)𝑇= 6𝜂𝑄 ⁄(𝜌𝜋𝑟 = 2𝜋𝜂 ℎ 𝛥𝑤𝑁

(𝑤 + Z⁄ℎ𝑤𝛥𝑤
Ro +10.3𝛥𝑤
− 𝜙(𝑟)))𝑟 𝑑𝑟 (19)(20) 258 259
Tclutch−mist = 2πη0 ∆wN/hc (1∗− φ(r ))r3 dr (20)
𝑇 = 2𝜋𝜂 𝛥𝑤𝑁 ⁄
Therefore, the total clutch drag torque is summed ℎ R∗ 1 − 𝜙(𝑟) 𝑟 𝑑𝑟
∗ in three ways: (20) 259 260
Therefore, the total clutch drag torque is summed in three ways:
Therefore, the total clutch = 𝑇 torque is
𝑇 drag + summed
𝑇 in+three
𝑇 ways: (21) 260 261
T = Tclutch−oil + Tclutch−mix + Tclutch−mist (21)
As shown in Figure𝑇 C =6,𝑇when the+lubricating
𝑇 + 𝑇between the clutch discs is in(21)
oil the state261 262
ofAsoilshown
film, with the increase
whenof in the relative oil
speed, the drag torquediscs
graduallythe increases; 263
As shown ininFigure
Figure6,6,when the
the lubricating
lubricating between
oil between theclutch
the clutchdiscs isisininthe state 262
state
when the lubricating oil is in a mixed state or an oil mist state, the drag torque gradually 264
ofofoil
oilfilm,
film,with
withthe
theincrease
increaseofofininthetherelative
relativespeed,
speed,the thedrag
dragtorque
torquegradually
graduallyincreases;
increases; 263
whendecreases
the with the oil
lubricating increase
is in a in the relative
mixed state rotational
or an oil mist speed.
state, the drag torque gradually 265
when the lubricating oil is in a mixed state or an oil mist state, the drag torque gradually 264
decreaseswith
decreases withthe
theincrease
increaseininthetherelative
relativerotational
rotationalspeed.
speed. 265

266
Figure 6. Clutch disc drag torque: (a) Internal clutch; (b) External clutch 267
266
Figure Figure
6. Clutch disc drag
6. Clutch torque:
disc drag (a) Internal
torque: clutch;
(a) Internal (b)(b)
clutch; External
Externalclutch
clutch. 267

2.4. Model Validation

In order to verify the accuracy of the proposed model, the dual-clutch transmission
was tested on the three-motor test stand (Figure 7) to obtain the test data. Considering that
the coupling between the power flow gear and the no-load or light-load gear is not strong,
the whole dual-clutch transmission is selected for the test. The main motor of the stand is
directly connected to the transmission using a rigid shaft, so that the 2 second order engine
excitation simulated by the N/T control mode controls the motor to be transferred directly
to the transmission input shaft, outputting a continuously fluctuating speed, and the two
 2.4. Model validation 268
In order to verify the accuracy of the proposed model, the dual-clutch transmission 269
was tested on the three-motor test stand (Figure 7) to obtain the test data. Considering 270
that the coupling between the power flow gear and the no-load or light-load gear is not 271
strong, the whole dual-clutch transmission is selected for the test. The main motor of the 272
Machines 2022, 10, 805 9 of 18
stand is directly connected to the transmission using a rigid shaft, so that the 2 second 273
order engine excitation simulated by the N/T control mode controls the motor to be trans- 274
ferred directly to the transmission input shaft, outputting a continuously fluctuating 275
secondary
speed, and the twomotors are motors
secondary connectedare to the two half
connected shafts
to the two of the
half transmission
shafts to simulate
of the transmis- 276the
load torque. Most transmission bench tests collect vibration and noise signals,
sion to simulate the load torque. Most transmission bench tests collect vibration and noise 277 which makes
signals, it difficult
which to compare
makes with
it difficult the simulation
to compare results.
with the In this results.
simulation study, aInmagnetoelectric
this study, a speed
278
sensor is used to measure the gear speed and the angular acceleration
magnetoelectric speed sensor is used to measure the gear speed and the angular can be obtained.279
acceler- The
motor parameters and test conditions are shown in Table 2.
ation can be obtained. The motor parameters and test conditions are shown in Table 2. 280

281

Figure 7. Transmission test bench and

Figure 7. Transmission testspeed
bench sensor installation
and speed position.position.
sensor installation 282

Table 2. Motor
Table 2. Motor parameters and testparameters
conditions. and test conditions. 283

Motor Motor Max/Rated speedspeed

Max/Rated Max Torque Power
Max Torque Power
Motor
Motor parameters Main motor
Main motor 10000/5435rpm 650Nm 650 Nm370 kw
10,000/5435 rpm 370 kw
parametersSecondary motor 3000/650rpm 3200Nm 220 kw
Secondary motor 3000/650 rpm 3200 Nm 220 kw
Gear position 1st gear 1st gear pre-selection 4th
Gear position 1st gear 1st gear pre-selection 4th
Input speed 1500rpm
Input speed 1500 rpm
Test conditions Angular accelera- Increase from 0 to 1500 𝑟𝑎𝑑/𝑠 in 0-90s
Test conditions
tion Angular
Increase from 0 to 1500 rad/s2 in 0–90 s
acceleration 80 Nm
Input torque
Input torque 80 Nm
The results of the transmission rattle bench test are shown in Figure 8, the analysis 284
found that with Thethe increase
results of the
of the input angular
transmission acceleration
rattle bench test excitation,
are shownthe vibration
in Figure sig-analysis
8, the 285
nal of transmission shell takes a step phenomenon, and there was a broadband compo-
found that with the increase of the input angular acceleration excitation, the vibration signal 286
nent, that is, a rattling phenomenon occurred. Comparing with the vibration
of transmission shell takes a step phenomenon, and there was a broadband component, acceleration 287
of the transmission case under no pre-selection and pre-selection gears, after
that is, a rattling phenomenon occurred. Comparing with the vibration acceleration 50s, the cas- 288 of
ing vibration accelerationcase
the transmission under
undertheno pre-selection
pre-selectiongear
andispre-selection
significantlygears,
higher than
after that
50 s, 289
the casing
withoutvibration
pre-selection gear, andunder
acceleration the vibration acceleration
the pre-selection gearsignal fluctuation
is significantly underthan
higher the that
pre- without
290
selectionpre-selection
gear is moregear,obvious.
and theThevibration
test results show that
acceleration the dual
signal clutch transmission
fluctuation is 291
under the pre-selection
more prone
geartoisrattle
moreinobvious.
the pre-selected
The testgear state.
results At the
show thatsame time, clutch
the dual under transmission
the condition is more
292
that the prone
simulation conditions and the test are consistent, the dynamic response
to rattle in the pre-selected gear state. At the same time, under the condition293 of the that
torque fluctuation
the simulationto theconditions
gear rattleand
is numerically
the test arecalculated,
consistent,andthe the angular
dynamic acceleration
response of the torque
294
value under the second-order
fluctuation to the gearexcitation frequency (50Hz)
rattle is numerically of some
calculated, and idle gears is compared
the angular acceleration value
295
with theunder
test results, as shown inexcitation
the second-order Figure 9. frequency (50 Hz) of some idle gears is compared296 with
the test results, as shown in Figure 9.
From the Figure 9, it can be found that the trend of the simulation results and the test
results are in good agreement, but there is a certain error in the amplitude. There are two
possible reasons for the error: (1) it is related to the vibration of the table and the installation
of the gearbox, and as the fluctuation amplitude increases, it causes the vibration of the
test bench and the transmission input shaft to increase, resulting in large test results;
(2) the dynamics model established is somewhat simplified compared with the actual
one. However, the errors on the results are within the acceptable range. Therefore, the
simulation model can be used for further parametric analysis.
 Machines 2022, 10, x FOR PEER REVIEW 10 of 19
Machines 2022,
Machines 2022, 10,
10, 805
x FOR PEER REVIEW 1010of
of 19
18

297
297
Figure 8. Colormap of vibration acceleration at bearing: (a) 1st gear; (b) 1st gear pre-selection 4th 298
Figure 8. Colormap of vibration
Figure acceleration
8. Colormap at bearing:
of vibration (a) 1statgear;
acceleration (b) (a)
bearing: 1st1st
gear pre-selection
gear; 4th
(b) 1st gear pre-selection 4th. 298

299
Figure 9. Angular acceleration amplitude of idler gear: (a) 1st gear; (b) 1st gear pre-selection 4th 299
300
Figure 9. Angular Figure 9. Angular
acceleration acceleration
amplitude amplitude
of idler of idler
gear: (a) gear:(b)
1st gear; (a) 1st
1st gear;
gear (b) 1st gear pre-selection
pre-selection 4th 4th. 300

From the
3. Numerical Figure 9, it and
Simulations can be found that the trend of the simulation results and the test
Analysis 301
From
results are the Figure
in good 9, it can
agreement, be found
but there thatisthe trend of
ainclude
certain the in
error simulation
the amplitude. resultsThere
and the test
areand two 301
302
resultsThe aremainin factors
good affectingbut
agreement, gear rattling
there is a certain torque
error in fluctuation,
the amplitude. drag torque
There are two 302
possible
lubricating reasons
oil viscosity,for the
etc. error:
It is (1) (1)
very it is related to the vibration of the table and the installa- 303
possible
tion of reasons
the gearbox, for the anderror:
as it important
therattling.is relatedamplitude
fluctuation
to find
to out the influence
the vibrationincreases,
law of
of theit table
causesandeach
thethe
parameter
installa-of
vibration 303
304
on
tiontheof dynamic
the gearbox,responseand of
as gear
the fluctuation Therefore,
amplitude we will use
increases, theit proven
causes rattle
the dynamics
vibration of 304
the test
model benchthe
tobench
solve and the transmission
equation with the input 4/5inputorder shaftRunge to increase, resulting
Kutta method, in large
analyze the test results;
influence 305
the test and the transmission shaft to increase, resulting in large test results; 305
of(2)
thethe dynamics model
preselected gear onestablished
the dynamic is somewhat
response simplified
of each idler compared
gear, and with
usethe theactual
rattling one. 306
(2)However,
the dynamics model
the errors established is somewhat simplified compared with the actual one. 306
evaluation index and on the results
power loss asare within the
a reference acceptable
, compare the range. Therefore,
contribution of the
each simula-
idle 307
However,
tion model thecan errors
be on the
used for results
further are within theanalysis.
parametric acceptable range. Therefore, the simula- 307
308
gear to the rattle, and explore the influence of different parameters on the rattle of the
tion model can be used for further parametric analysis. 308
transmission gear.
3. Numerical simulations and analysis. 309
3. Numerical
3.1. Rattling simulations
Evaluation andandanalysis. 309
The main factorsIndex affecting Power Loss
gear rattling include torque fluctuation, drag torque and 310
The
lubricating main
Due to the factors
oil existence affecting
viscosity, of etc. gear rattling
It is verythe
backlash, important
speedinclude torque
to find
fluctuation outoffluctuation,
the input drag
theinfluence end law torque
of of
theeach and
trans- pa- 310
311
lubricating
mission
rametermay oil
on the viscosity,
cause the gear
dynamic etc. It is very
teeth toofmesh
response important to
and disengage
gear rattling. find out the
during
Therefore, influence
we will law
the movement of
use the proven each
process, pa-
rattle 311
312
rameter
resulting
dynamics onin themodeldynamic
irregular totooth response
solve surface
the equationof gear with
rattling rattling.the Therefore,
phenomenon, which
4/5 order we is will
Runge use the
transmitted
Kutta proven rattle
to the vehicle
method, analyze 312
313
dynamics
asthe model
a transmission
influence of the to solve
rattle the
noise. For
preselected equation
geartheon with
evaluationthe
the dynamic 4/5 order
method Runge
of theofgear
response Kutta method,
eachrattle, analyze
the rattling
idler gear, and use 313
314
the
theinfluence
intensity
rattling of the
can evaluation
be preselected
described by using
index gearpower
and on the
the dynamic
rattling
loss asobjectiveresponse
a reference of eachindex.
evaluation
, compare idler
the gear,
In this and
contribution useof
paper, 314
315
the
the
eachrattling
gear evaluation
meshing
idle gear topower index
is used
the rattle, and power
andasexplore
the rattlingloss as a reference
evaluation
the influence ,
of index compare
different to explore the contribution
the influence
parameters on the rattle of
of 315
316
each idle
different gear to
parameters on
of the transmission the rattle, and explore the influence of different
the gear rattle intensity, as shown in Equations (22) and (23):
gear. parameters on the rattle 316
317
of the transmission gear. 317
.
3.1. Rattling evaluation index and power∆P loss= Fi · x n (22) 318
3.1. Rattling evaluation index and power loss 318
Due to the existence of backlash, RI = theRMS speed (∆P fluctuation
) of the input end of the trans- (23) 319
Due to
mission may thecause
existence of backlash,
the gear teeth to. the mesh speedandfluctuation
disengage during of the input end of theprocess,
the movement trans- 319
320
mission
where ∆P
resulting may isinthecause the tooth
meshing
irregular gear
powerteeth and
surface to xmesh
n is the
rattling and disengage
gear relative during
phenomenon, whichthe
speed. movement process,
is transmitted to the ve- 320
321
resulting
The in
above irregular
gear tooth
rattling surface
indicators rattling
are phenomenon,
for
hicle as a transmission rattle noise. For the evaluation method of the gear a single which
pair of gearis transmitted
pairs, andrattle,to overall
the the
theve- rat- 321
322
hicle as
transmissiona transmission
tling intensity rattling rattle
can indicators
be described noise.
RIoverall For
by using the
are shownevaluation method
in Equation
the rattling objective of the gear rattle,
where RIi isindex.
(24), evaluation the Inrat-
the rattling this 322
323
tling
index
paper,intensity
the i-th
of the gear can
gear.be described
meshing powerby usingas
is used the the rattling objective evaluation index. In this
q rattling evaluation index to explore the in-
323
324
paper, the gear meshing power is used as the rattling
n
RIievaluation indexintoEqs. explore the(24)in-
fluence of different parameters on RIthe gear
overall = rattle∑
fluence of different parameters on the gear rattle intensity, as shown in Eqs. (22-23): i
intensity, as shown (22-23): 324
325
325
∆𝑃 = 𝐹 ⋅ 𝑥 (22) 326
∆𝑃 = 𝐹 ⋅ 𝑥 (22) 326
Machines 2022, 10, 805 11 of 18

The power loss calculation in this paper mainly considers the power loss caused by
lubrication [24], and analyzes the influence of different factors on the system efficiency.
The total power loss Pd is composed of the dissipation power Po generated by the oil
film squeeze damping effect, the dissipation power Pv generated by the viscous moment,
and the dissipation power Pc generated by the churning resistance torque, which can be
calculated by the following formula:
. .
Pd = Po + Pv + Pc = | Fi · ∂hi /∂t| + Tv θ + Tc θ (25)

The viscous torque Tv can be obtained by Petrov's friction law [24]:

Tv = wη0 πl1 rsh 3 /cs (26)

where l1 is the contact length between the gear shaft and the gear shaft, rsh is the radius of
the gear shaft, and cs is the clearance between the gear shaft and the gear shaft.

3.2. Dynamic Response

3.2.1. 1st Gear without Preselection
In the state of 1st gear without preselection, the gear pairs that may be rattled include
gears 3, 5, and 7, and other idle gears are less likely to be rattled when low-viscosity
lubricating oil is used without preselection. Therefore, this section will focus on analyzing
the dynamic response of the 3rd, 5th, and 7th gear pairs of DCT under the condition of
input torque fluctuation, and will calculate the rattling intensity of each idler gear and the
DCT as a whole based on the rattling evaluation index.
Figure 10a,b, Figure 10c,d and Figure 11 are the dynamic responses of the idler gears
of the 3rd, 5th and 7th gears in the 1st gear without pre-selection state, respectively. As can
be seen from the relative displacement xn curve of gear 3rd in Figure 10a, with the increase
in angular acceleration fluctuation, the form of the gear rattling changes. Within 0–10
s, the relative displacement xn curve contacts with the red dashed line representing the
half-backlash, indicating that the gear drive side is in direct contact at this stage, and a
single-sided rattle occurs. The meshing force Fm of gear 3rd shown in Figure 10b can also
be seen that the gear is stressed on one side within 0–10 s; however, a sudden change occurs
around 10.9 s, whereby the relative displacement xn begins to oscillate back and forth
between the gaps on both sides. In addition the meshing force of the 3rd gear increases
instantaneously, and there are positive and negative meshing forces at the same time,
indicating that the gear pair begins to have double-sided rattling at this time. The relative
displacement xn of the gear pair fluctuates within 10.9–45 s and the meshing force increases
with the torque fluctuation, which are both a double-sided rattle, and the rattle intensity
gradually increases.
As shown in Figure 10c, within 0–2.83 s, the relative displacement xn curve of the 5th
gear did not contact the red dotted line representing the half-backlash, and the meshing
between the teeth at this stage was very small, close to 0, indicating that the gears at this
stage of the tooth surfaces are not in direct contact; however the power is transmitted by
squeezing or coiling the oil film between the clearance, without rattling. As the torque
fluctuation continued to increase, the sudden change in unilateral rattling occurred within
2.83–9.2 s, at which time the meshing force began to surge. Then at 9.2 s, the dynamic
response of the gear undergoes a further sudden change, in which the 5th gear begins to
oscillate back and forth between the two sides of the gap, and the meshing force increases
instantaneously, and there are positive and negative meshing forces, indicating that the
gear began to have double-sided rattling at this time. The dynamic response of the 7th gear
pair shown in Figure 11a,b reflects a phenomenon similar to that of the 3rd gear pair.
 Machines2022,
Machines 2022,10,
10,xxFOR
FORPEER
PEERREVIEW
REVIEW 12 oo
12
Machines 2022, 10, 805 12 of 18

Figure 10.
Figure 10. Dynamic
Dynamic response:
response: (a)
(a) 3rd
3rd gear
gear relative
relative displacement;
displacement; (b)
(b) 3rd
3rd gear
gear meshing
meshing force;
force; (c)
(c) 5th
5th gear
gear relative
relative d
Figure 10. Dynamic response: (a) 3rd gear relative displacement; (b) 3rd gear meshing force; (c) 5th
placement; (d) 5th gear meshing force;
placement; (d) 5th gear meshing force;
gear relative displacement; (d) 5th gear meshing force;.

Figure11.
Figure
Figure 11.Dynamic
11. Dynamic
Dynamic response:
response:
response: (a)
(a)(a) 7th
7th7th gear
gear
gear relative
relative
relative displacement;
displacement;
displacement; (b)gear
(b)
(b) 7th 7th gear
7th gear meshing
meshing
meshing force;
force;.force;

3.2.2. 1st Gear Pre-Selection

As shown
As shown 4thinin Figure
Figure 10(c),
10(c), within
within 0-2.83s,
0-2.83s, thethe relative displacement 𝑥𝑥 curve
relative displacement curve of of
5th
5th gear
gear did
did not
not contact
contact the
the red
red dotted
dotted line
line representing
representing
In order to further explore the influence of pre-selected gears on the overall rattling the
the half-backlash,
half-backlash, and
and the
the me
me
strength of DCTing ing
and between
between the teeth
the
the rattling teeth at this
at
strength thisofstage
stage
eachwas was very
idlevery gear, small,
small, close to
this close
paper tobuilds
0, indicating
0, indicating
a dynamic that the
that the gears
gear
this
this stage
stage of
of the
the tooth
tooth surfaces
surfaces are
are not
not in
in direct
direct
model of 1st gear pre-selection 4th gear. Under this working condition, gear pairs in 3rd, contact;
contact; however
however the
the power
power is
is transmit
transmit
5th and 7th gear byby squeezing
squeezing
will not be affected or coiling
or coiling thepreselected
by the oil film
oil film between
betweengear thethe clearance,
clearance,
strategy; without
without
therefore, gear rattling.
rattling.
rattling As the
As the torq
tor
fluctuation
fluctuation continued
continued to increase,
to increase, the sudden change in unilateral rattling occurred wit
will always occur under certain excitation, and the sudden change
by comparing the in unilateral
relative rattling occurred wit
displacements
2.83-9.2s,
2.83-9.2s, at which time the meshing force began to surge. Then at 9.2s, the dynamic
and meshing force Fm of at thewhich3rd, 5th,timeand the 7th
meshing force began
gear pairs beforeto andsurge.
afterThen at 9.2s, the dynamic
the preselected
sponse of
sponse of the
the gear
gear undergoes
undergoes aa further further sudden change, change, in in which
which the the 5th5th gear
gear begin
gear, it can be found that the preselected gear strategy sudden has little effect on the dynamics of begins
oscillate back and forth between the two sides of the gap, and the meshing force increa
the 3rd, 5th, andoscillate
7th gearback pairs. and forth for
Except between
the 7th the twofrom
gear sides0of tothe
9.6s, gap,
theandgearthe meshing
pair is tightlyforce increa
instantaneously,
instantaneously, and there are positive and negative meshing forces, indicating that
fitted on the non-drive side, andand theredoes
the gear are positive
not rattle and at negative
this time.meshing forces, indicating that
gear
gearare began
began to have double-sided
to have double-sided rattling at this time. The dynamic response of the
Figures 12–15 the dynamic responses ofrattling the idler at this
gears time. The2nd,
of the dynamic
4th, 6thresponse
and of the
gear pair shown in Figure 11(a-b) reflects a phenomenon similar to that of the 3rd g
reversr gears ingearthe pair shown
1st gear within Figure 11(a-b) state,
pre-selection reflects a phenomenon
respectively. Gears similar
2, 4,to6,that
andofRthe 3rd g
pair.
pair.
are driven by the DCT outer input shaft to generate the gear rattle. Taking the dynamic
response of the 2nd3.2.2.gear pairpre-selection
1st gear
gear shown in Figure 4th 12a,b as an example, in the range of 0–13 s,
3.2.2. 1st pre-selection 4th
the relative displacement xn contact on the positive backlash, the phenomenon of “impact-
separation-impact” occurs In order
In order on tothe
to further
further explore
gearexplore the influence
the
drive surface influence
at thisof of pre-selected
pre-selected
stage, and thegears gears
gearon on the overall
the
meshing overall rattl rattl
strength
strength of
of DCT
DCT and
and the
the rattling
rattling strength
strength of
of each
each
force is all positive, indicating that the gear pair has a single-sided rattle at this stage; in idle
idle gear,
gear, this
this paper
paper builds
builds a
a dyna
dynam
the range of 13–45 model
model
s, the ofgear
of 1st gear
1st gear pre-selection
pairpre-selection
begins to oscillate 4th gear.
4th gear. Under this
Under
between this backlash
the working condition,
working condition,
gradually,gear gear
andpairs pairs in in 33
5th and
5th and 7th7th gear
gear willwill notnot bebe affected
affected by by thethe preselected
preselected gear gear strategy;
strategy; therefore,
therefore, gear gear r
there is an alternating positive and negative meshing force, and the gears are struck on
tling will
tling will always
always occur occur under
under certain
certain excitation,
excitation, and and by by comparing
comparing the the relative
relative displadispla
both sides. However, the 4th and 6th gears both behave as double-sided rattling during the
ments and
ments and meshing
meshing force force 𝐹𝐹 of of the
the 3rd,
3rd, 5th,
5th, and
and 7th
7th gear
gear pairs
pairs before
before and and after
after thethe pp
overall torque fluctuation change, which may be caused by the further increase in torque
fluctuation when the torque transmitted by the internal input shaft is transmitted to the
external input shaft 2 through the gears 1 and 4 and the reduction gears 1 and 2. At the
same time, compared with the 3rd, 5th, and 7th gears, the gear meshing force Fm of the
2nd, 4th, 6th, and R gear pairs is larger. The reason is that after the amplification of the
 single-sided rattle at this stage; in the range of 13-45 s, the gear pair begins to oscil
between the backlash gradually, and there is an alternating positive and negative mesh
force, and the gears are struck on both sides. However, the 4th and 6th gears both beh
as double-sided rattling during the overall torque fluctuation change, which may
Machines 2022, 10, 805 caused by the further increase in torque fluctuation when the torque 13 transmitted
of 18 by
internal input shaft is transmitted to the external input shaft 2 through the gears 1 an
and the reduction gears 1 and 2. At the same time, compared with the 3rd, 5th, and
gears, the gear meshing force 𝐹 of the 2nd, 4th, 6th, and R gear pairs is larger. The rea
gear ratios of the 1st and 4th gears, the torque fluctuation excitation transmitted to the
is that after the amplification of the gear ratios of the 1st and 4th gears, the torque flu
external input shaft 2 is larger, thus causing the 2nd, 4th, 6th and R gear pairs to rattle
ation excitation transmitted to the external input shaft 2 is larger, thus causing the 2
more seriously.
4th, 6th and R gear pairs to rattle more seriously.

Machines 2022, 10, x FOR PEER REVIEW 14 o

Figure 12. Dynamic response: (a) 2nd gear relative displacement; (b) 2nd gear meshing force; (c) 3rd gear relative d
Figure 12. Dynamic response: (a) 2nd gear relative displacement; (b) 2nd gear meshing force; (c) 3rd
placement; (d) 3rd gear meshing force;
gear relative displacement; (d) 3rd gear meshing force;.

Figure 13. Dynamic response: (a) 4th gear relative displacement; (b) 4th gear meshing force; (c) 5th gear relative
Figure 13. Dynamic response: (a) 4th gear relative displacement; (b) 4th gear meshing force; (c) 5th
placement; (d) 5th gear meshing force;
gear relative displacement; (d) 5th gear meshing force;.

Figure 14. Dynamic response: (a) 6th gear relative displacement; (b) 6th gear meshing force; (c) 7th gear relative
 Figure 13. Dynamic response: (a) 4th gear relative displacement; (b) 4th gear meshing force; (c) 5th gear relative
Machines 2022, 10, 805 placement; (d) 5th gear
meshing force; 14 of 18
Figure 13. Dynamic response: (a) 4th gear relative displacement; (b) 4th gear meshing force; (c) 5th gear relative
placement; (d) 5th gear meshing force;

Figure 14. Dynamic response: (a) 6th gear relative displacement; (b) 6th gear meshing force; (c) 7th gear relative
placement; (d) 7th gear meshing force;
Figure 14. Dynamic response: (a) 6th gear relative displacement; (b) 6th gear meshing force; (c) 7th gear relative
Figure 14. Dynamic response: (a) 6th gear relative displacement; (b) 6th gear meshing force; (c) 7th
placement; (d) 7th gear meshing force;
gear relative displacement; (d) 7th gear meshing force;.

Machines 2022, 10, x FOR PEER REVIEW 15 of 1

hanging strategy, as shown in Figure 16. The analysis found that the time point of th
sudden change in the rattling index basically corresponds to the time point of the sudde
Figure 15. Dynamic
change inresponse of reverse
the rattling situationgea:of (a)
eachrelative
gear indisplacement;
each working (b) meshing and
condition, forcethe gear cor
Figure 15. Dynamic response of reverse gea: (a) relative displacement; (b) meshing force.
responding to the sudden change point began to produce double-sided rattling.
Figure 15. DynamicBasedresponse of reverse
ontime,
this, the gea: (a)
rattling relative displacement; (b) meshing force
Based on this,At therattling
the same as shown
evaluation inevaluation
index Figure 17,index
was used was used
comparing
to compare the torattling
compare
thegears the rattling
and intensity
the overall inten
rattlin
of each
intensity
of each idle gear inidle
thethe
andBased gear and the overall
two cases, itofcan
overall be DCT
found of the two
that the dynamic
gears in models
theorpower with or without
flowthegear aretheno
on this, DCT theevaluation
the rattling two dynamic
indexmodels
was usedwith without
to compare the rattling inten
affected by
pre-hanging strategy, as the pre-selected
shown in gear
Figure strategy,
16. The and thefound
analysis selection
thatofthethe time
pre-gear
pointaggravates
of th
of each idle gear and the overall DCT of the two dynamic models with or without the
rattle ofinDCT.
the sudden change Considering
the rattling indexthat the rattling
basically change intothe
corresponds the5th gearpoint
time is more obvious, thi
of the
sudden change paper willrattling
in the carry out a parameter
situation analysis
of each gear ofinthe 5thworking
each gear pair,condition,
and obtainand the influence
the law
of each parameter on rattling.
gear corresponding to the sudden change point began to produce double-sided rattling.

16. Gear16.
Figure Figure rattling strength:strength:
Gear rattling (a) 1st gear;
(a) (b)
1st1st gear
gear; (b)pre-selection 4th.
1st gear pre-selection 4th
At the same time, as shown in Figure 17, comparing the gears and the overall rattling
with pre-selection
intensity in the two cases, it can be found that the gears in the power flow gear are not
12 without pre-selection
affected by the pre-selected gear strategy, and the selection of the pre-gear aggravates the
Gear rattle strength

rattle of DCT. Considering that the rattling change in the 5th gear is more obvious, this
paper will carry
8 out a parameter analysis of the 5th gear pair, and obtain the influence law
of each parameter on rattling.
4

0
2 3 4 5 6 7 R Overall
Machines 2022, 10, 805 15 of 18
43

Figure 16. Gear rattling strength: (a) 1st gear; (b) 1st gear pre-selection 4th 43

with pre-selection
12 without pre-selection

Gear rattle strength

8

0
2 3 4 5 6 7 R Overall
Gear position 44

Figure
Figure 17. Comparison
17. Comparison of the rattling
of the rattling intensityintensity of each gear.
of each gear. 44

3.3. Parameter Ananlysis 44

According to the conclusion in Section 3.2, the 5th gear pair is selected for parameter
3.3. Parameter
analysis, ananlysis
and the impact law of the input torque fluctuation, backlash, drag torque, moment 44

of inertiaAccording
and other to the conclusion
factors on the gearinrattle
Section
are3.2, the 5thby
explored gear pairthe
using is rattling
selectedevaluation
for parameter 44
indexanalysis,
and power and loss
the impact law of the
as a reference. Thusinput torquesome
providing fluctuation, backlash,
theoretical basis for drag torque,
solving themo- 44
mentof
problem oftheinertia and otherrattle.
transmission factors on the gear rattle are explored by using the rattling eval- 44
The gear
uation indexrattling vibration
and power loss isasaffected by the
a reference. Thuslubricant
providingviscosity 0 , as shown
some ηtheoretical in for 44
basis
Figure 18a, the
solving with the increase
problem in η0 , the influence
of the transmission rattle. of the backlash on the gear rattling 44
vibrationThe becomes smallervibration
gear rattling and smaller, but lubricant
is affected by theviscosity
lubricanthas a great 𝜂influence
viscosity , as shown on the
in Fig- 44
gearurerattle.
18(a), Furthermore
with the increase in 𝜂 , theincreasing
appropriately influence the dynamic
of the backlashviscosity can effectively
on the gear rattling vibra- 45
reduce
tionorbecomes
restrainsmaller
the gearand rattle strength
smaller, butand improve
lubricant the stability
viscosity has a and
greatNVH performance
influence on the gear 45
of the system. However, when the backlash is small, although the rattling
rattle. Furthermore appropriately increasing the dynamic viscosity can effectively reduce 45 vibration
Machines 2022, 10,phenomenon
x FOR PEER REVIEW
or restrainof thethe gear
gear is improved,
rattle strength and the cost of improving
improve theand
the stability manufacturing
NVH performance precision of the 16 45o
willsystem.
inevitably increase, so a larger backlash can be appropriately selected.
However, when the backlash is small, although the rattling vibration phenome- 45 As shown in
Figure
non18b,
of thethegear
coupling effect of the
is improved, viscosity
cost ofand backlashthe
improving hasmanufacturing
a great influence on the power
precision will inev- 45
lossitably
of theincrease,
system.of theUnder
sosystem.different
a largerUnder backlashes,
different
backlash be the
can backlashes,powertheloss
appropriately changes
power roughly
loss changes
selected. As shown linearly
roughly linearly 45
in Figure w
with18(b),
the change in
the lubricant
change in viscosity.
lubricant In order
viscosity. to
In improve
order to the transmission
improve the efficiency
transmission
the coupling effect of viscosity and backlash has a great influence on the power loss 45 of
efficiency of
the gear, an appropriate large lubricant
gear, an appropriate viscosityviscosity
large lubricant can be selected, and theand
can be selected, backlash can can be
the backlash
be relaxed. laxed.

Figure 18. Contour

Figureplots of gear rattling
18. Contour indexrattling
plots of gear and power
index loss
and as a function
power loss asof lubricantofviscosity
a function lubricantand backlash: (a)
viscosity
Gear rattle index; (b) Power loss.
and backlash: (a) Gear rattle index; (b) Power loss.

Sinceofthe
Since the viscosity theviscosity
lubricant ofisthe lubricant
one is one of the
of the important important
factors factors
affecting theaffecting
drag the d
torque, as shown in Figure 19(a), by analyzing the
torque, as shown in Figure 19a, by analyzing the influence of the drag torque oninfluence of the drag torque
rattling on
rattling characteristics of the gear, it can be found that the effect of
characteristics of the gear, it can be found that the effect of the viscosity of the lubricant on the viscosity of
lubricant on the rattling characteristics is basically the same, that is,
the rattling characteristics is basically the same, that is, a larger drag torque can effectively a larger drag torq
can effectively
suppress the rattling, suppress the
but an excessive drag rattling,
torquebut willanincrease
excessivethedrag torque
power will increase
dissipation of the pow
the system. dissipation of the system.
 Since the viscosity of the lubricant is one of the important factors affecting the d
torque, as shown in Figure 19(a), by analyzing the influence of the drag torque on
rattling characteristics of the gear, it can be found that the effect of the viscosity of
Machines 2022, 10, 805 lubricant on the rattling characteristics is basically the same, that is, a16larger
of 18 drag to
can effectively suppress the rattling, but an excessive drag torque will increase the po
dissipation of the system.

Figure 19. Contour

Figureplots of gearplots
19. Contour rattling index
of gear and power
rattling losspower
index and as a function of dragging
loss as a function torque and
of dragging backlash:
torque and (a) G
rattle index; (b) Power loss.
backlash: (a) Gear rattle index; (b) Power loss.

In the same way, In when

the samewe way,
analyze whenthewe analyzeof
influence thetheinfluence of the fluctuation
input torque input torqueand fluctuation
idle gear rotational inertia on gear rattle, as shown in Figures 20 and 21, it can be found 21, it ca
idle gear rotational inertia on gear rattle, as shown in Figure 20 and Figure
foundhas
that the torque wave thata the torque
great waveon
influence has thea system
great influence
rattling, onwiththethe
system
change rattling, with the cha
in torque
in torque fluctuation showing the trend of linear increase,
fluctuation showing the trend of linear increase, and is greatly affected by the backlash and is greatly affected by
coupling effect, when the torque fluctuation and backlash are both large, the gear rattlinglarge, the
backlash coupling effect, when the torque fluctuation and backlash are both
will become very rattling
serious.willHowever,
become very the serious.
coupling However,
effect of the thecoupling
two has a effect of the
limited two has a lim
impact
on the power lossimpact
of theonsystem.
the power With loss
theofincrease
the system.in theWith the increase
moment in the
of inertia, themoment
rattlingof inertia
strength of the rattling
gear and strength of the
the power gear
loss of and the power
the system show lossanofincreasing
the systemtrend,
show butan increasing
the tr
but the influence on the power loss is limited. Therefore,
influence on the power loss is limited. Therefore, in order to reduce or suppress the gear in order to reduce or supp
rattle strength the
andgear
Machines 2022, 10, x FOR PEER REVIEW
rattle the
improve strength
system andefficiency,
improve the it issystem
necessaryefficiency,
to reduceit is the
necessary
torqueto reduce 17
Machines 2022, 10,fluctuation at the input of the system as much as possible, and appropriately reduceappropriately
torque
x FOR PEER REVIEW fluctuation at the input of the system as much as possible, and the 17
moment of inertiaduceof the
themoment
idler gear.of inertia of the idler gear.

Figure 20. Contour plots of gear rattling

Contour index andindex
power loss as aloss
function of torque fluctuation andand
backlash: (a
Figureplots
Figure 20. Contour 20. of gear plots of gear
rattling rattling
index and power and power
loss as a function
as a function of torque
of torque fluctuation
fluctuation and backlash: (a)
Gear rattle index; (b)
backlash: Power
(a) Gearloss.
rattle index; (b) Power loss.
Gear rattle index; (b) Power loss.

Figure 21. Contour plots of gear rattling index and power loss as a function of moment of inertia and backlash: (a
Figure 21. Contour plots of gear plots
Contour rattling index and power loss as a function of moment of inertia and backlash: (a)
Figure(b)
Gear rattle index; 21.Power loss. of gear rattling index and power loss as a function of moment of inertia and
Gear rattle index; (b) Power loss.
backlash: (a) Gear rattle index; (b) Power loss.
4. SUMMARY
4. SUMMARY
(1) Aiming at the rattling problem of a certain type of wet dual-clutch transmi
(1) Aiming at the rattling problem of a certain type of wet dual-clutch transmiss
a multi-speed rattling dynamic model of the transmission is established, and the m
a multi-speed rattling dynamic model of the transmission is established, and the mo
considers the influence of the preselected gears on the transmission rattling. The va
considers the influence of the preselected gears on the transmission rattling. The vali
of the dynamic model is verified by the transmission rattle bench test.
of the dynamic model is verified by the transmission rattle bench test.
(2) Observing the gear angular acceleration curve of each gear in the 1st gear an
(2) Observing the gear angular acceleration curve of each gear in the 1st gear and
Machines 2022, 10, 805 17 of 18

4. Summary
(1) Aiming at the rattling problem of a certain type of wet dual-clutch transmission,
a multi-speed rattling dynamic model of the transmission is established, and the model
considers the influence of the preselected gears on the transmission rattling. The validity of
the dynamic model is verified by the transmission rattle bench test.
(2) Observing the gear angular acceleration curve of each gear in the 1st gear and
the preselected 4th gear, it can be found that the preselected gear does not have a great
impact on the gears that have been rattled in the non-preselected state; after the preselected
gear, the reason why the DCT rattling phenomenon is more obvious is that due to the
influence of the transmission power flow branch and the gear ratios at all levels, the torque
fluctuation of the non-power flow shaft is intensified, and the number of idle gears that
may cause rattling risk increases, thus increasing the overall rattling strength.
(3) With the increase in η0 , the influence of the backlash on the vibration of gear rattling
becomes smaller and smaller, and the viscosity of the lubricant increases, which can reduce
the rattling intensity; a larger drag torque can effectively suppress rattling, but excessive
drag torque will increase system power dissipation. With the increase in torque fluctuation,
the rattling strength increases linearly, and is greatly affected by the coupling effect of the
side gap, but the effect of the coupling effect on the system power loss is limited. Therefore,
in order to improve the transmission efficiency of the gears, a larger lubricant viscosity
can be appropriately selected, the backlash can be relaxed, the moment of inertia of the
idle gear can be appropriately reduced, and a dual-mass flywheel or centrifugal pendulum
clutch can be used as much as possible. This is done to attenuate the torsional vibration of
the system, in order to achieve the effect of reducing the torque fluctuation at the input end
of the system.
In this paper, a variety of factors are combined to model, and explore the influence
of the pre-selection strategy on the transmission rattle characteristics, and to analyze the
influence of different factors on the gear rattling intensity, which provides a theoretical
research basis for solving the rattling problem of dual-clutch transmissions.

Author Contributions: D.G. and Q.N. participated in the formula derivation, analyzed the data,
drafted the manuscript, and conducted constructive discussion and analysis. S.G. and Y.Z. partici-
pated in research design. R.L. contributed to data analysis. All authors have read and agreed to the
published version of the manuscript.
Funding: This project was supported by National Natural Science Foundation of China (Grant
No. 51975080, 52005067), Natural Science Foundation Project of Chongqing Science and Tech-
nology Commission (Grant No. cstc2019jcyj-msxmX0733), the Science and Technology Research
Program of Chongqing Municipal Education Commission (Grant No. KJQN201901121), Youth project
of science and technology research program of Chongqing Education Commission of China (No.
KJQN201901115) and Chongqing Universities Innovation Research Group Project (No. CXQT21027).
Data Availability Statement: The datasets generated during and/or analysed during the current
study are available from the corresponding author on reasonable request.
Acknowledgments: Thanks to Magna PT Powertrain (Jiangxi) Co., Ltd for providing the bench test
to this research project. And all individuals included in this section have consented to the acknowl-
edgement.
Conflicts of Interest: The authors declare that there is no conflict of interest.

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