Research Papers: Mechanisms and Robotics

Experimental Validation of Input Torque Balancing Applied to Weaving Machinery

[+] Author and Article Information
Bram Demeulenaere

Department of Mechanical Engineering, K.U. Leuven, BE 3001, Heverlee, Belgiumbram.demeulenaere@mech.kuleuven.be

Pieter Spaepen, Gregory Pinte, René Boonen, Wim Desmet, Jan Swevers, Joris De Schutter

Department of Mechanical Engineering, K.U. Leuven, BE 3001, Heverlee, Belgium

Stephan Masselis

 WTCM-CRIF Campus Arenberg, BE 3001, Heverlee, Belgium

Philip Cornelissen, Jan Hemelsoen, Kristof Roelstraete

 Picanol N.V., BE 8900, Ieper, Belgium

Verein Deutscher Ingenieure, the Association of German Engineers (www.vdi.de).

For safety reasons, Ωshed=462.5rpm(925insertionsmin) is the highest speed at which the setup is driven.

Left (L), right (R), front (F), and back (B) are defined by the arrows in Fig. 4.

This French term can be translated as a machine in white, by analogy with the term body in white. A body in white is a car body from which the trim panels, seats, motor, suspension … are stripped in order to characterize its dynamic behavior.

The PI-structure guarantees zero steady-state error in the presence of step-type disturbances.

J. Mech. Des 130(2), 022307 (Jan 02, 2008) (10 pages) doi:10.1115/1.2821386 History: Received November 26, 2006; Revised March 12, 2007; Published January 02, 2008

This paper considers a class of high-speed airjet weaving machines that is characterized by excessive harness frame vibration, resulting in premature failure. This problem is tackled through addition of an auxiliary, input torque balancing mechanism: A centrifugal pendulum, of which the pendulum motion is imposed by an internal cam. While earlier work by the same authors focused on the design, optimization, and robustness analysis of this mechanism, the current paper presents experimental results. The considered setup is an industrial weaving machine à blanc equipped with a centrifugal pendulum prototype. Below a critical speed, the prototype functions as predicted and significantly improves the machine dynamics: The drive speed fluctuation is reduced by a factor of 2.5 and the vibration level of the harness frames is halved. Above the critical speed, however, torsional resonance dominates the machine dynamics. This phenomenon is verified on simulation by extending the rigid-body setup model, on which the centrifugal pendulum design is based, with a torsional degree of freedom.

Copyright © 2008 by American Society of Mechanical Engineers
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Figure 1

Cam-based centrifugal pendulum: Kinematic scheme. The Z axis is parallel to the drive shaft on which the rotor r is mounted. Only part of the internal cams p and p′ is shown.

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Figure 2

Working principle of a (manual) weaving machine (Courtesy of Picanol N.V.). The up-and-down movement of the harness frames is imposed by the weaver’s feet, using the pedals at the bottom. The weaver manually (i) inserts the insertion yarn with a shuttle (not shown in the figure) and (ii) beats up the insertion yarn against the woven fabric by moving the reed back and forth.

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Figure 3

Simplified airjet weaving machine model, including CBCP

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Figure 4

Back view of the setup. The steel barrel on the right-hand side contains the CBCP. Left (L), right (R), front (F), and back (B) are defined by the arrows.

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Figure 5

Extension of right-carter camshaft: (a) right machine carter before rebuilding. (b) right machine carter after rebuilding: The sley conjugate cams and the sley follower are clearly visible.

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Figure 6

CBCP construction: (a) Exploded view of the CBCP parts; (b) CBCP after mounting on the extended camshaft, and addition of the internal cams. (A) additional mass; (B) roller follower; (C) coupler; (N) nut; (P) internal cam; (R) rotor; (S) spring.

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Figure 7

One period of measured torque Mc,exp (solid line) and theoretical torque Mc,the (dashed line) for Ωshed={200,250,300,413.5}rpm

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Figure 8

Overview of measured CBCP torque results as a function of Ωshed (rpm): (a) max(∣Mc,exp∣) (N m) (solid line) and max(∣Mc,the∣) (N m) (dashed line); (b) relative rms difference ϵ (%)

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Figure 9

One period of ġshed (rad/s) in the CBCP configuration (solid line) and the FLY configuration (dashed line) for Ωshed={200,250,300,413.5}rpm

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Figure 10

Coefficient of drive speed fluctuation κ (%) as a function of Ωshed (rpm) in the FLY configuration (dashed line) and the CBCP configuration (solid line)

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Figure 11

(a) Vibration level (VL) of the up-and-down harness frame acceleration f̈frame as a function of Ωshed (rpm) in the FLY configuration (dashed line) and the CBCP configuration (solid line); (b) ΔVL=VLFLY−VLCBCP (dB) as a function of Ωshed

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Figure 12

(a) A-weighted sound pressure level SPL as a function of Ωshed (rpm) in the FLY configuration (dashed line) and the CBCP configuration (solid line); (b) ΔSPL=SPLFLY−SPLCBCP (dB(A)) as a function of Ωshed

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Figure 13

Setup model, including CBCP and torsional sley axis flexibility Kt (N m/rad) and damping Ct (N m s/rad)

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Figure 14

Simulation of torsional setup model in the FLY and the CBCP configuration (Ct={2.2,11.1,22.3}Nms∕rad): (a) max(∣Mc∣) (N m) and (b) κ (%) as a function of Ωshed



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