Hindawi Publishing Corporation

e Scientific World Journal

Volume 2014, Article ID 627045, 11 pages
http://dx.doi.org/10.1155/2014/627045

Research Article
Analysis of Dynamic Behavior of Multiple-Stage Planetary Gear
Train Used in Wind Driven Generator

Jungang Wang,1,2 Yong Wang,1,2 and Zhipu Huo1,2

1
School of Mechanical Engineering, Shandong University, Jingshi Road 17923, Jinan, Shandong 250061, China
2
Key Laboratory of High-Efficieny and Clean Mechanical Manufacture, Ministry of Education, School of Mechanical Engineering,
Shandong University, Jinan, Shandong 250061, China

Correspondence should be addressed to Yong Wang; wjg mrn@sina.cn

Received 5 August 2013; Accepted 5 October 2013; Published 5 January 2014

Academic Editors: A. Durmus and M. Q. Fan

Copyright © 2014 Jungang Wang et al. This is an open access article distributed under the Creative Commons Attribution License,
which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited.

A dynamic model of multiple-stage planetary gear train composed of a two-stage planetary gear train and a one-stage parallel axis
gear is proposed to be used in wind driven generator to analyze the influence of revolution speed and mesh error on dynamic load
sharing characteristic based on the lumped parameter theory. Dynamic equation of the model is solved using numerical method to
analyze the uniform load distribution of the system. It is shown that the load sharing property of the system is significantly affected
by mesh error and rotational speed; load sharing coefficient and change rate of internal and external meshing of the system are of
obvious difference from each other. The study provides useful theoretical guideline for the design of the multiple-stage planetary
gear train of wind driven generator.

1. Introduction characteristic that the system is composed of a closed loop

The planetary gear train, having advantages of large trans-
mission ratio, simple construction, compactness, and smooth
running, has been widely applied in many machines. In spite
of these advantages, planetary gears may have undesirable
dynamic behavior resulting in much noise, vibration, and
other unacceptable performances. A number of papers have
been published on planetary gear dynamics which comprise
lumped-parameter models and deformable or hybrid models
of varying complexity [1–7]. Modal analyses were performed
by Lin and Parker [8] and Bodas et al. [9–13], who emphasized
the structured modal properties of single-stage drives and
showed that only planet, rotational, and translational modes
could exist. It is important to understand the fundamental
cause of the unequal load sharing behavior in planetary trans-
missions. The input torque applied should theoretically be
shared by each planet in an 𝑛-planet; that is, each sun-pinion-
ring path should carry 1/𝑛 of the total torque. However, in
actual transmissions, there is unequal load sharing between
the parallel paths. Du et al. [14] found the deformation
compatibility equations and the torque balance equations of
the 2𝐾-𝐻-type planetary transmission system based on the
of power flow. In consideration of the manufacturing error,
assembly error, and float of the parts, the load sharing coeffi-
cient of each planetary gear was calculated by using the theory
of equivalent mesh error and equivalent mesh stiffness. Gu
and Velex [15] presented an original lumped parameter model
of planetary gears to account for planet position errors and
simulate their contribution to the dynamic load sharing
amongst the planets. Singh [16] developed the concept of
an epicyclic load sharing map to describe the load sharing
characteristics of every epicyclic gear set at any positional
error and torque level. A comprehensive experimental study
[17] was conducted to study the load sharing behavior of
a family of epicyclical gear sets with varying number of
planets. Experiments were conducted at several error and
torque levels. The results clearly showed the influence of
positional errors and that the sensitivity of the epicyclical gear
set increased as the number of planets increased. A physical
explanation [18] has been provided for the load sharing
behavior. Load required to produce the needed deformation
is the cause of the unequal load sharing. This explains the
effectiveness of system float in reducing the load sharing
inequality. Lu et al. [19] presented a calculative model for
2 The Scientific World Journal

single-stage planetary gear with the dynamic way to study 2r

the load sharing behavior of each planetary gear and the
relationship between error and load sharing was analyzed. Ye
et al. [20] built an analytical model for NGW planetary gear 1r
train with unequal modulus and pressure angles and analyzed
the load sharing behavior of each planet.
Although the references available focused on different
2c
fields, most of them established mathematical model of 1p1
one-stage planetary gear train. Dynamic model of multiple- 2p1
stage planetary gear train is limitedly reported. Few reports
about dynamic model of multiple-stage planetary gear train In Out
composed of two-stage planetary gear train and one-stage
parallel axis and its dynamic load sharing characteristics are 1c
concerned. 1s 2s
In this study, a transmission scheme of load-split two-
stage planetary gear used in wind driven generator is pro-
posed. Transmission ratio of the planetary gear train is
obtained, as well as the relationship between transmission
ratio and characteristic parameter of planetary gear train,
according to conversion mechanism method and general
relationship among the speed of each unit in planetary gear
train. Dynamic model of load-split multiple-stage gear train
composed of a two-stage planetary gear train and a one- Figure 1: Kinematic scheme of load-split two-stage planetary gear.
stage parallel axis gear is established on the basis of lumped
parameter theory and influence of revolution speed and mesh
error on dynamic load sharing characteristic of the system is 𝑍1r
analyzed. = 𝜆1,
𝑍1s

2. Load-Split Two-Stage Planetary Gear Train 𝑛1r = 0.

(2)
2.1. Kinematic Scheme. The kinematic scheme of load-split
two-stage planetary gear is shown in Figure 1, which is We can come to (3) by (1) and (2.2):
composed of closed planetary gear train and differential
planetary gear train. Former basic units 1c (planetary carrier) 𝑛1s = (1 + 𝜆 1 ) 𝑛1c . (3)
and 1s (sun gear) are connected to units 2r (inner ring) and The relationship between rotational speed of planetary
2c (planetary carrier) of differential gear train, respectively. gear and that of planetary carrier and inner ring is expressed
Therefore, load split is realized by first-stage and second- as (4), according to relationship of relative rotational speed
stage gear bearing input torque simultaneously. In Figure 1, among each unit in the first-stage planetary gear train:
1r, 1p1, 1s, and 1c are inner ring, planetary gear, sun gear,
and planetary carrier of first-stage planetary gear train, 1r 1c
𝑛1p = 𝑖1p1c 𝑛1c + 𝑖1p1r 𝑛1r . (4)
respectively, while 2r, 2p1, 2s, and 2c represent corresponding
units of second-stage planetary gear train. Similar to (2.2), (5) is obtained as follows:
1r 1c
𝑖1p1c = 1 − 𝑖1p1r ,
2.2. Speed of Each Unit of First-Stage Planetary Gear Train.
The relationship between rotational speed of sun gear and 𝑍1r
1c
that of planetary carrier and inner ring of first-stage planetary 𝑖1p1r = ,
𝑍1p
gear train is shown in
1r 1c 𝑍1r − 𝑍1s (5)
𝑛1s = 𝑖1s1c 𝑛1c + 𝑖1s1r 𝑛1r . (1) 𝑍1p = ,
2
Equation (2.2) is obtained according to general relation- 𝑍1r
ship of relative gear ratio among each unit in planetary = 𝜆1,
𝑍1s
gear train principle and transmission type and characteristic
parameter of first-stage planetary gear train: 𝑛1r = 0.
1r 1c Thus, (6) can be obtained using (5) and (4):
𝑖1s1c = 1 − 𝑖1s1r ,
𝑍1r 2𝜆 1
1c
𝑖1s1r =− , 𝑛1p = (1 − )𝑛 , (6)
𝑍1s 𝜆 1 − 1 1c
The Scientific World Journal 3

where 𝜆 1 is the characteristic parameter of planetary gear And the relationship between rotational speeds of plane-
train and 𝜆 1 = 𝑍1r /𝑍1s . 𝑍1r , 𝑍1s , and 𝑍1p are tooth number of tary gear is expressed as follows:
inner ring, sun gear, and planetary gear, respectively. 𝑛1𝑗 (𝑗 =
2r 2c
1𝑥
c, s, r, p) and 𝑖1𝑎1𝑏 (𝑎 = c, s, r, p; 𝑏 = c, s, r, p; 𝑥 = c, s, r, p) 𝑛2p = 𝑖1p2c 𝑛2c + 𝑖2p2r 𝑛2r . (13)
represent the rotational speed and relative gear ratio of each
unit of first-stage planetary gear train, respectively. Similar to (2.2), (14) can be obtained as follows:
2r 2c
𝑖2p2c = 1 − 𝑖2p2r ,
2.3. Speed of Each Unit of Second-Stage Planetary Gear Train.
The relationship between the rotational speed of sun gear 2c 𝑍2r
train and that of planetary carrier and inner ring of second- 𝑖2p2r = ,
𝑍2p
stage planetary gear is expressed as follows:
(14)
2r 2c 𝑍2r − 𝑍2s
𝑛2s = 𝑖2s2c 𝑛2c + 𝑖2s2r 𝑛2r . (7) 𝑍2p = ,
2
Equation (8) can be obtained according to the transmis- 𝑍2r
sion characteristic of basic unit of second-stage planetary gear = 𝜆2.
𝑍2s
train:
2r Substitution of (14) into (13) yields
2r 𝑛2s
𝑖2s2c 𝑛2c = 𝑛2r = 𝑛2s
2r 2c
2r
,
𝑛2c −𝜆 2 − 1 2𝜆 2
(8) 𝑛2p = 𝑛 + 𝑛 . (15)
2c
𝑛2s 𝜆 2 − 1 2c 𝜆 2 − 1 2r
2c
𝑖2s2r 𝑛2r = 𝑛2c
2c 2r
= 2c
𝑛2s .
𝑛2r Considering the scheme of Figure 1, (16) can be given as
Using (7) and (8) gives follows:

2r 2c 𝑛2r = 𝑛1c ,
𝑛2s = 𝑛2s + 𝑛2s . (9) (16)
𝑛2c = 𝑛1s .
Equations (10) and (11) are obtained by the relative
movement relationship of planetary gear train’s units, when Substitution of (16) and (3) into (15) gives
inner ring and planetary carrier of second-stage planetary
gear train are fixed, respectively: 2𝜆 2 − (𝜆 2 + 1) (1 + 𝜆 1 )
𝑛2p = 𝑛1c , (17)
𝑛2r = 0, 𝜆2 − 1

2r 𝑛2c where 𝜆 2 represents the characteristic parameter of planetary

𝑛2s = ,
2r
𝑖2c2s line of second-stage planetary gear train and 𝜆 2 = 𝑍2r /𝑍2s .
𝑍2r , 𝑍2s , and 𝑍2p stand for tooth number of inner ring,
2r 1 sun gear, and planetary gear of second planetary gear train,
𝑖2c2s = 2c
,
1 − 𝑖2s2r (10) respectively. 𝑛2𝑗 (𝑗 = c, s, r, p) is the rotational speed of each
2𝑥
𝑍2r unit of second-stage planetary gear train, and 𝑖2𝑎2𝑏 (𝑎 =
2c
𝑖2s2r =− , c, s, r, p; 𝑏 = c, s, r, p; 𝑥 = c, s, r, p) is the relative gear ratio
𝑍2s
of corresponding unit.
𝑍2r
= 𝜆2,
𝑍2s 2.4. Transmission Ratio of the Planetary Gear Train. The
𝑛2c = 0, expressions of input and output rotational speed of load-split
two-stage planetary gear train are given by substitution of (16)
2c 𝑛2r and (3) into (12), as follows:
𝑛2s = 2c
,
𝑖2r2s
𝑛2s = [(1 + 𝜆 2 ) (1 + 𝜆 1 ) − 𝜆 2 ] 𝑛1c . (18)
2c 𝑍 (11)
𝑖2r2s = − 2s ,
𝑍2r Thus, transmission ratio formula of load-split two-stage
planetary gear train is obtained as
𝑍2r
= 𝜆2. 𝑛2s
𝑍2s 𝑖2s1c = = (1 + 𝜆 1 ) (1 + 𝜆 2 ) − 𝜆 2 . (19)
𝑛1c
By connecting (10) and (11) to (9), the relationship of
rotational speed between input and output units of second- General transmission ratio in Figure 1 is related to charac-
stage planetary gear train is obtained as follows: teristic parameters of the planetary gear trains 𝜆 1 and 𝜆 2 . Too
small values of 𝑍1r and 𝑍2r result in undersizing of the system
𝑛2s = (1 + 𝜆 2 ) 𝑛2c − 𝜆 2 𝑛2r . (12) and decreasing of bearing capacity. Values of characteristic
4 The Scientific World Journal

2r
Transmission ratio ic1s1

80
70 1r
60
50
40 3g2 Out
30 2c
20 1p1
10 2p1
0
8
Cha 7 6 8 In
rac t
eris
5
4 5 6 7 3g1
tic p 3 4 eter 𝜆 1
aram 2 1 1 2 3 is t ic param 1c
1s 2s
eter c te r
𝜆2 Chara

Figure 2: Relationship between transmission ratio and characteris-

tic parameters of planetary gear train.

parameters have to be reasonable. Recommended interval of Figure 3: Transmission system of load-split multiple-stage plane-
𝜆 1 and 𝜆 2 is [3, 8]. tary gear train.
Relationship between transmission ratio and character-
istic parameters in load-split two-stage planetary gear train
is shown in Figure 2. Transmission ratio rises with increasing 𝐼1p𝑗 𝐼2p𝑗 𝐼3g1
values of characteristic parameters of the planetary gear train, 𝑚1p𝑗 = 2
, 𝑚2p𝑗 = 2
, 𝑚3g1 = 2
,
and maximum transmission ratio in the interval of [3, 8] is 73. 𝑟1bp𝑗 𝑟2bp𝑗 𝑟3bg1

𝐼3g2
3. Dynamic Model 𝑚3g2 = 2
.
𝑟3bg2
3.1. Model of the Multiple-Stage Transmission System. A mul- (21)
tiple-stage gear train composed of a two-stage planetary gear
train and a one-stage parallel axis gear is shown in Figure 3.
3g1 and 3g2 in Figure 3 stand for pinion gear and driven gear 3.2. Dynamic Equation of the Multistage Transmission System.
of parallel axis. The interaction force between sun gear and the 𝑗th planetary
Dynamic model of Figure 3 is shown in Figure 4 based on gear of the first-stage planetary gear train along the line of
lumped parameter theory. Since the first-stage planetary gear action is given as follows:
train and the second-stage planetary gear train have the same
basic structure, they can be represented by the single stage 𝐹1sp𝑗 = 𝐾1sp𝑗 𝑋1sp𝑗 + 𝐶1sp𝑗 𝑋̇ 1sp𝑗 ,
purely torsional model shown in Figure 5.
𝑋1sp𝑗 = 𝑢1s + 𝑢1p𝑗 − cos 𝛼1s 𝑢1c − 𝐸1sp𝑗 , (22)
The linear displacements of all members of the multistage
transmission system are shown as follows: ̇ .
𝑋̇ 1sp𝑗 = 𝑢̇1s + 𝑢̇1p𝑗 − cos 𝛼1s 𝑢̇1c − 𝐸1sp𝑗
𝑢1c = 𝑟1c 𝜃1c , 𝑢2c = 𝑟2c 𝜃2c ,
The interaction force between the inner ring and the 𝑗th
𝑢1s = 𝑟1bs 𝜃1s , 𝑢2s = 𝑟2bs 𝜃2s , planet gear of the first-stage planetary gear train along the line
of action can be expressed as follows:
𝑢1r = 𝑟1br 𝜃1r , 𝑢2r = 𝑟2br 𝜃2r ,
𝐹1rp𝑗 = 𝐾1rp𝑗 𝑋1rp𝑗 + 𝐶1rp𝑗 𝑋̇ 1rp𝑗 ,
𝑢1p𝑗 = 𝑟1bp𝑗 𝜃1p𝑗 , 𝑢2p𝑗 = 𝑟2bp𝑗 𝜃2p𝑗 ,
𝑋1rp𝑗 = 𝑢1p𝑗 − 𝑢1r + cos 𝛼1r 𝑢1c − 𝐸1rp𝑗 , (23)
𝑢3g1 = 𝑟3bg1 𝜃3g1 , 𝑢3g2 = 𝑟3bg2 𝜃3g2 .
(20) ̇ .
𝑋̇ 1rp𝑗 = 𝑢̇1p𝑗 − 𝑢̇1r + cos 𝛼1r 𝑢̇1c − 𝐸1rp𝑗

The interaction force between sun gear and the 𝑗th

Generalized masses of all members of the multistage planetary gear of the second-stage planetary gear train along
transmission system are shown as follows: the line of action is
𝐼1ce 𝐼2ce 𝐼1s 𝐹2sp𝑗 = 𝐾2sp𝑗 𝑋2sp𝑗 + 𝐶2sp𝑗 𝑋̇ 2sp𝑗 ,
𝑚1c = 2
, 𝑚2c = 2
, 𝑚1s = 2
,
𝑟1c 𝑟2c 𝑟1bs
𝑋2sp𝑗 = 𝑢2s + 𝑢2p𝑗 − cos 𝛼2s 𝑢2c − 𝐸2sp𝑗 , (24)
𝐼 𝐼 𝐼
𝑚2s = 22s , 𝑚1r = 21r , 𝑚2r = 22r ,
𝑟2bs 𝑟1br 𝑟2br ̇ .
𝑋̇ 2sp𝑗 = 𝑢̇2s + 𝑢̇2p𝑗 − cos 𝛼2s 𝑢̇2c − 𝐸2sp𝑗
The Scientific World Journal 5

𝜃1r To
K1rp2 𝜃2r
C1rp2 K1c2r K2rp2 𝜃3g2
E1rp2 𝜃1c E2rp2 C2rp2
𝜃1p2 𝜃2c C3g1g2
𝜃2p2 E3g1g2
E1sp2 C1c2r K3g1g2
E2sp2
K1sp2 E1sp1 E1rp1 K2sp2 E1sp1 E2rp1 K2s3g1
Ti K1s2c 𝜃3g1
C1sp2 𝜃1s 𝜃1p1 C2sp2 𝜃2s 𝜃2p1
K1sp1 C1rp1 C1s2c K2sp1 C2rp1 C2s3g1
C1sp1 C2sp1 K2rp1
K1rp1

Figure 4: Dynamic model of load-split multiple-stage planetary gear train.

Fix the inner ring of the first-stage planetary gear train,

and take the number of planetary gears of the planetary gear
train as 3; namely, 1𝑁 = 2𝑁 = 3. According to the planetary
mechanism modeling methods in [13], dynamic equation of
𝜃c 𝜃r the multistage transmission system shown in Figure 4 can be
Carrier ypn
built, as shown in
Crp Ring
rc 𝛼r
op 1𝑁 1𝑁
Krp Erp
ys 𝛼s xpn 𝑚1c 𝑢̈1c − cos 𝛼1s ∑ 𝐹1sp𝑗 + cos 𝛼1r ∑ 𝐹1rp𝑗
rbpn 𝑗=1 𝑗=1
Ksp
Csp 𝜃pn 𝐾1c2r 𝑢1c 𝑢2r 𝐶 𝑢̇ 𝑢̇ 𝑇
+ ( − ) + 1c2r ( 1c − 2r ) = i ,
rbs
Esp 𝑟1c 𝑟1c 𝑟2br 𝑟1c 𝑟1c 𝑟2br 𝑟1c
Planet n
1𝑁
os xs 𝐾1s2c 𝑢1s 𝑢2c
𝑚1s 𝑢̈1s + ∑ 𝐹1sp𝑗 + ( − )
𝑗=1 𝑟1bs 𝑟1bs 𝑟2c
Sun
rbr
𝐶1s2c 𝑢̇1s 𝑢̇2c
𝜃s + ( − ) = 0,
𝑟1bs 𝑟1bs 𝑟2c
𝑚1p1 𝑢̈1p1 + 𝐹1sp1 + 𝐹1rp1 = 0,

Figure 5: Torsional model of single-stage planetary gear. 𝑚1p2 𝑢̈1p2 + 𝐹1sp2 + 𝐹1rp2 = 0,

..
The interaction force between the inner ring and the 𝑗th .
planet gear of the second-stage planetary gear train along the
line of action can be expressed as follows: 𝑚1p1𝑁𝑢̈1p1𝑁 + 𝐹1sp1𝑁 + 𝐹1rp1𝑁 = 0,

𝐹2rp𝑗 = 𝐾2rp𝑗 𝑋2rp𝑗 + 𝐶2rp𝑗 𝑋̇ 2rp𝑗 , 2𝑁 2𝑁

𝑚2c 𝑢̈2c − cos 𝛼2s ∑ 𝐹2sp𝑗 + cos 𝛼2r ∑ 𝐹2rp𝑗
𝑋2rp𝑗 = 𝑢2p𝑗 − 𝑢2r + cos 𝛼2r 𝑢2c − 𝐸2rp𝑗 , (25) 𝑗=1 𝑗=1

𝑋̇ 2rp𝑗 = 𝑢̇2p𝑗 − 𝑢̇2r + cos 𝛼2r 𝑢̇2c − 𝐸2rp𝑗

̇ .
𝐾1s2c 𝑢1s 𝑢2c 𝐶 𝑢̇ 𝑢̇
− ( − ) − 1s2c ( 1s − 2c ) = 0,
The interaction force between the pinion gear and driven 𝑟2c 𝑟1bs 𝑟2c 𝑟2c 𝑟1bs 𝑟2c
gear of the third-stage parallel axis gear along the line of 2𝑁 𝐾2s3g1 𝑢2s 𝑢3g1
action can be expressed as follows: 𝑚2s 𝑢̈2s + ∑ 𝐹2sp𝑗 + ( − )
𝑗=1 𝑟2bs 𝑟2bs 𝑟3bg1
𝐹3g1g2 = 𝐾3g1g2 𝑋3g1g2 + 𝐶3g1g2 𝑋̇ 3g1g2 ,
𝑋3g1g2 = 𝑢3g1 + 𝑢3g2 − 𝐸3g1g2 , 𝐶2s3g1 𝑢̇2s 𝑢̇3g1
+ ( − ) = 0,
𝑟2bs 𝑟2bs 𝑟3bg1
̇
𝑋̇ 3g1g2 = 𝑢̇3g1 + 𝑢̇3g2 − 𝐸3g1g2 .
(26) 𝑚2p1 𝑢̈2p1 + 𝐹2sp1 + 𝐹2rp1 = 0,
6 The Scientific World Journal

𝑚2p2 𝑢̈2p2 + 𝐹2sp2 + 𝐹2rp2 = 0,

.. 𝑇𝑜
. 𝑚3g2 𝑢̈3g2 + 𝐹3g1g2 + = 0.
𝑟3bg2
𝑚2p2𝑁𝑢̈2p2𝑁 + 𝐹2sp2𝑁 + 𝐹2rp2𝑁 = 0,
(27)
2𝑁
𝐾1c2r 𝑢1c 𝑢2r
𝑚2r 𝑢̈2r − ∑ 𝐹2rp𝑗 − ( − )
𝑗=1 𝑟2br 𝑟1c 𝑟2br The equations of the dynamic model are given in the
matrix form as
𝐶1c2r 𝑢̇1c 𝑢̇2r
− ( − ) = 0,
𝑟2br 𝑟1c 𝑟2br
𝐾2s3g1 𝑢3g1 𝑀𝑢̈ + 𝐶𝑢̇ + 𝐾𝑢 = 𝐹, (28)
𝑢2s
𝑚3g1 𝑢̈3g1 + 𝐹3g1g2 − ( − )
𝑟3bg1 𝑟2bs 𝑟3bg1
where the displacement vector, the mass matrix, the damping
𝐶2s3g1 𝑢̇2s 𝑢̇3g1
− ( − ) = 0, matrix, the stiffness matrix, and the load vector are given,
𝑟3bg1 𝑟2bs 𝑟3bg1 respectively, as

𝑇
𝑢 = [𝑢1c , 𝑢1s , 𝑢1p1 , 𝑢1p2 , 𝑢1p3 , 𝑢2c , 𝑢2s , 𝑢2p1 , 𝑢2p2 , 𝑢2p3 , 𝑢2r , 𝑢3g1 , 𝑢3g2 ] ,

𝑀 = diag (𝑚1c , 𝑚1s , 𝑚1p1 , 𝑚1p2 , 𝑚1p3 , 𝑚2c , 𝑚2s , 𝑚2p1 , 𝑚2p2 , 𝑚2p3 , 𝑚2r , 𝑚3g1 , 𝑚3g2 ) ,

3 3 3
𝐶1c2r 2 2
+ cos 𝛼1s ∑ 𝐶1sp𝑗 + cos 𝛼1r ∑ 𝐶1rp𝑗 − cos 𝛼1s ∑ 𝐶1sp𝑗 𝐶1rp1 cos 𝛼1r − 𝐶1sp1 cos 𝛼1s 𝐶1rp2 cos 𝛼1r − 𝐶1sp2 cos 𝛼1s ⋅ ⋅ ⋅
[ 𝑟1c
2 ]
[ 𝑗=1 𝑗=1 𝑗=1 ]
[ ]
[ 3
𝐶1s2c 3 ]
[ − cos 𝛼1s ∑ 𝐶1sp𝑗 + ∑ 𝐶1sp𝑗 𝐶1sp1 ⋅ ⋅ ⋅]
𝐶=[
[ 𝑗=1
2
𝑟1bs 𝑗=1
],
]
[ ]
[ 𝐶1sp1 + 𝐶1rp1 0 ⋅ ⋅ ⋅]
[ ]
[ 𝐶1sp2 + 𝐶1rp2 ⋅ ⋅ ⋅]
[ symmetric d]

3 3 3
𝐾1c2r 2 2
+ cos 𝛼1s ∑ 𝐾1sp𝑗 + cos 𝛼1r ∑ 𝐾1rp𝑗 − cos 𝛼1s ∑ 𝐾1sp𝑗 𝐾1rp1 cos 𝛼1r − 𝐾1sp1 cos 𝛼1s 𝐾1rp2 cos 𝛼1r − 𝐾1s𝑝2 cos 𝛼1s ⋅ ⋅ ⋅
[ 𝑟1c
2 ]
[ 𝑗=1 𝑗=1 𝑗=1 ]
[ ]
[ 3
𝐾1s2c 3 ]
[ − cos 𝛼1s ∑ 𝐾1sp𝑗 + ∑ 𝐾1sp𝑗 𝐾1sp1 ⋅ ⋅ ⋅]
𝐾=[
[ 𝑗=1
2
𝑟1bs 𝑗=1
],
]
[ ] (29)
[ 𝐾1sp1 + 𝐾1rp1 0 ⋅ ⋅ ⋅]
[ ]
[ 𝐾1sp2 + 𝐾1rp2 ⋅ ⋅ ⋅]
[ symmetric d]

3 3 3 3
𝑇 ̇ ̇
[ 𝑖 − cos 𝛼1s ( ∑ 𝐶1sp𝑗 𝐸1sp𝑗 + ∑𝐾1sp𝑗 𝐸1sp𝑗 ) + cos 𝛼1r ( ∑ 𝐶1rp𝑗 𝐸1𝑟p𝑗 + ∑ 𝐾1rp𝑗 𝐸1rp𝑗 )]
[ 𝑟1c ]
[ 𝑗=1 𝑗=1 𝑗=1 𝑗=1 ]
[ ]
[ 3 3 ]
[ ̇ ]
[ ∑ 𝐶1sp𝑗 𝐸1sp𝑗 + ∑ 𝐾1sp𝑗 𝐸1sp𝑗 ]
[ ]
[ 𝑗=1 𝑗=1 ]
[ ]
[ ̇ ̇
𝐶1sp1 𝐸1𝑠p1 + 𝐾1sp1 𝐸1sp1 + 𝐶1rp1 𝐸1rp1 + 𝐾1rp1 𝐸1rp1 ]
[ ]
𝐹=[
[
].
]
[ ̇
𝐶1sp2 𝐸1sp2 ̇
+ 𝐾1sp2 𝐸1sp2 + 𝐶1rp2 𝐸1rp2 + 𝐾1rp2 𝐸1rp2 ]
[ ]
[ ̇ ̇ ]
[ 𝐶1sp3 𝐸1sp3 + 𝐾1sp3 𝐸1sp3 + 𝐶1rp3 𝐸1rp3 + 𝐾1rp3 𝐸1rp3 ]
[ ]
[ ]
[ 3 3 3 3 ]
[ cos 𝛼 ( ∑𝐾 𝐸 ̇ ̇ ]
[ 2r 2rp𝑗 2rp𝑗 + ∑ 𝐶2rp𝑗 𝐸2rp𝑗 ) − cos 𝛼2s ( ∑ 𝐾2sp𝑗 𝐸2sp𝑗 + ∑ 𝐶2sp𝑗 𝐸2sp𝑗 ) ]
[ 𝑗=1 𝑗=1 𝑗=1 𝑗=1 ]
[ ]
..
[ . ]
The Scientific World Journal 7

4. Load Sharing Characteristic of Load-Split Table 1: Primary parameters of planetary gear train.
Multiple-Stage Planetary Gear Train Planetary
Parameter Carrier Ring Sun gear
gear
4.1. Calculation of Load Sharing Coefficient. Use numerical
integration method for solving the dynamic equation (28) of Pitch radius, 𝑟1 (mm) 468 726 210 258
the system, obtain the responses to displacement and velocity Base circle, 𝑟1𝑏 (mm) — 682.22 197.34 242.44
of the system, and substitute the responses into (22)–(25), and Mass, 𝑀1 (kg) 2042.77 410.34 344.91 388.39
then obtain the engaging forces 𝐹1sp𝑗 , 𝐹1rp𝑗 , 𝐹2sp𝑗 , and 𝐹2rp𝑗 . Moment of inertia, 𝐽1
Make 𝐷1sp𝑗𝑘s and 𝐷1sp𝑗𝑘r , respectively, represent the load 462.55 226.57 7.62 16.25
(kg⋅m2 )
sharing coefficients of the internal and external meshing of Pressure angle, 𝛼1 (∘ ) — 20 20 20
all gear pairs of the first-stage planetary gear train and 𝐷2sp𝑖𝑘s Pitch radius, 𝑟2 (mm)
and 𝐷2sp𝑖𝑘r as those of the internal and external meshing of all 𝑟2 /mm
345 550 140 205
gear pairs of the second-stage planetary gear train; then load
Base circle, 𝑟2𝑏 (mm) — 516.83 131.56 192.64
sharing coefficients are expressed as
Mass, 𝑀2 (kg) 1212.49 80.56 131.40 176.54
Moment of inertia, 𝐽2
1𝑁(𝐹1sp𝑗𝑘s )max (kg⋅m2 )
151.75 25.65 1.29 5.12
𝐷1sp𝑗𝑘s = ,
∑1𝑁
𝑗=1 (𝐹1sp𝑗𝑘s )max
Pressure angle, 𝛼2 (∘ ) — 20 20 20

1𝑁(𝐹1rp𝑗𝑘r )max Table 2: Primary parameters of parallel-shaft gears.

𝐷1rp𝑗𝑘r = ,
∑1𝑁
𝑗=1 (𝐹1rp𝑗𝑘r )max Parameter Pinion gear Driven gear
(30) Pitch radius, 𝑟3 (mm) 292 100
2𝑁(𝐹2sp𝑗𝑘s )max Base circle, 𝑟3𝑏 (mm) 274.39 93.97
𝐷2sp𝑖𝑘s = ,
∑2𝑁
𝑖=1 (𝐹2sp𝑗𝑘s )max
Mass, 𝑀3 (kg) 208.22 24.14
Moment of inertia, 𝐽3 (kg⋅m2 ) 8.87 0.12
2𝑁(𝐹2rp𝑗𝑘r )max Pressure angle, 𝛼3 (∘ ) 20 20
𝐷2rp𝑖𝑘r = ,
∑2𝑁
𝑖=1 (𝐹2rp𝑗𝑘r )max
assumed that equivalent mesh error of each stage planetary
where 𝑘s, 𝑘r are meshing cycle numbers for internal and gear at the direction of meshing line is equal, and values of
external meshing of the planetary gear pair. 10, 20, 30, 40, and 50 𝜇m are given, respectively. Load sharing
When 𝑑1sp𝑗 and 𝑑1rp𝑗 are used to stand for load sharing properties of multiple-stage gear train under these five
coefficient of internal and external meshing of each first-stage conditions are studied. Relationships between load sharing
gear and 𝑑2sp𝑗 and 𝑑2rp𝑗 for that of each second-stage gear coefficient curves of internal and external meshing of first-
in system period, respectively, the expression can be given as stage and second-stage, which are calculated according to
follows: (31), are drawn in Figure 6, with different mesh errors.
󵄨 󵄨 Results below can be concluded according to Figure 6.
𝑑1sp𝑗 = 󵄨󵄨󵄨󵄨𝐷1sp𝑗𝑘s − 1󵄨󵄨󵄨󵄨max + 1,
(1) Each load-sharing coefficient increases with increas-
󵄨 󵄨
𝑑1rp𝑗 = 󵄨󵄨󵄨󵄨𝐷1rp𝑗𝑘r − 1󵄨󵄨󵄨󵄨max + 1, ing mesh error.
󵄨 󵄨 (31) (2) Load sharing coefficient of internal-meshing is dif-
𝑑2sp𝑗 = 󵄨󵄨󵄨󵄨𝐷2sp𝑗𝑘s − 1󵄨󵄨󵄨󵄨max + 1, ferent from that of external-meshing under differ-
󵄨 󵄨 ent mesh errors. Maximum external-meshing and
𝑑2rp𝑗 = 󵄨󵄨󵄨󵄨𝐷2rp𝑗𝑘r − 1󵄨󵄨󵄨󵄨max + 1. internal-meshing load sharing coefficients of first-
stage planetary gear are 1.579 and 1.645, respectively,
The paper analyzes the transmission system as shown in while those of second-stage planetary gear are 1.630
Figure 4. The basic parameters of the transmission system and 1.665, respectively.
are shown in Tables 1 and 2, and other parameters can be (3) Compared to the differences in change rate of each
determined by [21]. Substitute the relevant parameters of the load sharing coefficient of second-stage planetary
system into (28) for solution. Use (30) and (31) to obtain the gear, that of first-stage planetary gear is more evident.
load sharing coefficients of the transmission system. The maximum difference in change rate of first-stage
planetary gear is 0.101/50 𝜇m, while that of second-
4.2. Influence of Mesh Error on Load Sharing Coefficient of stage planetary gear is only 0.003/50 𝜇m.
the System. Load sharing property of planetary gear train
is significantly affected by manufacturing error, installation 4.3. Influence of Revolution Speed on Load Sharing Coefficient.
error, and eccentric error, which cannot be neglected in To analyze the influence of revolution speed of the first-stage
planetary gear train. Considering system’s complexity, it is planetary gear on load sharing coefficient, the revolution
8 The Scientific World Journal

1.75 1.75

Load sharing coefficient d1rpj

Load sharing coefficient d1spj

1.7 1.7

1.65 1.65

1.6 1.6

1.55 1.55
10 20 30 40 50 10 20 30 40 50
Gear error E1sp (𝜇m) Gear error E1rp (𝜇m)

d1sp1 d1rp1
d1sp2 d1rp2
d1sp3 d1rp3

(a) Each external-meshing first-stage planetary gear (b) Each internal-meshing first-stage planetary gear
1.7 1.7

Load sharing coefficient d2rpj

Load sharing coefficient d2spj

1.65 1.65

1.6 1.6

1.55 1.55

1.5 1.5
10 20 30 40 50 10 20 30 40 50
Gear error E2sp (𝜇m) Gear error E2rp (𝜇m)

d2sp1 d2rp1
d2sp2 d2rp2
d2sp3 d2rp3

(c) Each external-meshing second-stage planetary gear (d) Each internal-meshing second-stage planetary gear

Figure 6: Load-sharing coefficient curves of each planetary gear with different mesh errors.

speed is set as 5 r/min, 10 r/min, 15 r/min, 20 r/min, and change rate differences of 1.47%, 2.71%, and 2.76% of
25 r/min, respectively. Equation (31) is used to calculate second-stage planetary gears 1, 2, and 3 are figured
the load sharing coefficient under different conditions, and out, respectively.
curves are obtained in Figure 7.
Influence of revolution speed on load-sharing coefficient
can be concluded below, according to Figure 7.
5. Conclusion
(1) Each load sharing coefficient increases with raising (1) The dynamic model is built to account for the
the revolution speed, which indicates that load shar- dynamic behavior of multiple-stage planetary gear
ing capacity of planetary gear train is weakened and train used in wind driven generator. The model can
vibration is aggravated with increasing revolution provide useful guideline for the dynamic design of
speed. the multiple-stage planetary gear train of wind driven
generator.
(2) At the variation interval of revolution speed, the
change rate difference of load-sharing coefficient (2) Each load-sharing coefficient of the first-stage plan-
between internal and external meshing of first-stage etary gear varies more than that of the second-stage
planetary gear train is significantly different; those planetary gear. At the same mesh error, second-
of first-stage planetary gears 1, 2, and 3 are 1.77%, stage internal-meshing load sharing coefficient is the
0.84%, and 1.49%, respectively. Similar result can be largest, the first-stage internal-meshing load sharing
concluded in second-stage planetary gear train, and coefficient is the second largest, and the first-stage
The Scientific World Journal 9

1.74 1.74

1.72 1.72

Load sharing coefficient d1rpj

Load sharing coefficient d1spj

1.7 1.7

1.68 1.68

1.66 1.66

1.64 1.64

1.62 1.62

1.6 1.6

1.58 1.58
5 10 15 20 25 5 10 15 20 25
Revolution speed (r/min) Revolution speed (r/min)

d1sp1 d1rp1
d1sp2 d1rp2
d1sp3 d1rp3

(a) Each external-meshing first-stage planetary gear (b) Each internal-meshing first-stage planetary gear
1.7 1.7

1.68 1.68
Load sharing coefficient d2rpj
Load sharing coefficient d2spj

1.66 1.66

1.64 1.64

1.62 1.62

1.6 1.6

1.58 1.58

1.56 1.56

1.54 1.54
5 10 15 20 25 5 10 15 20 25
Revolution speed (r/min) Revolution speed (r/min)

d2sp1 d2rp1
d2sp2 d2rp2
d2sp3 d2rp3

(c) Each external-meshing second-stage planetary gear (d) Each internal-meshing second-stage planetary gear
Figure 7: Load sharing coefficient curves of each planetary at different revolution speeds.

external-meshing load sharing coefficient is the min- 𝛼s : Sun-planet engaging angle

imum. 𝛼r : Ring-planet engaging angle
(3) Load sharing property is weakened and transmission 𝑖𝑁: Total number of planet sets for the 𝑖th-
system’s vibration is aggravated with increasing rev- stage drive train; 𝑖 = 1, 2
olution speed. At each interval of revolution speed, 𝐼1𝑗 : Polar mass moment of inertia of 𝑗th
internal and external meshing load sharing coeffi- member for 1st-stage drive train; 𝑗 =
cients of the second-stage planetary gear train vary c, s, p1, p2, . . . , p1𝑁
more than those of the first-stage planetary gear train. 𝑀1p : Mass of 1st-stage planetary gear
2
𝐼1ce : = 𝐼1c + 1𝑁𝑀1p 𝑟1c
Nomenclature 𝐼2𝑗 : Polar mass moment of inertia of 𝑗th
𝜃𝑖 : Angular displacement of 𝑖th member member for 2nd-stage drive train; 𝑗 =
(𝑖 = s, p𝑛, r; 𝑛 = 1, 2, 3) c, s, p1, p2, . . . , p2𝑁
𝑟b𝑖 : Gear base radii, 𝑖 = s, p𝑛, r; 𝑛 = 1, 2, 3 𝑀2p : Mass of 2nd-stage planetary gear
2
𝑟c : Radius of the circle passing through planet 𝐼2ce : = 𝐼2c + 2𝑁𝑀2p 𝑟2c
centers 𝑟𝑖b𝑗 : Gear base radii of 𝑗th member for 𝑖th-
𝑟𝑖c : 𝑖th-stage radii of the circle passing stage drive train; 𝑖 = 1, 2, 3; 𝑗 =
through planet centers; 𝑖 = 1, 2 s, r, p1, p2, . . . , p𝑛, g1, g2
10
𝛼𝑖s : Sun-planet engaging angle for 𝑖th-
stage drive train; 𝑖 = 1, 2
𝛼𝑖r : Ring-planet engaging angle for 𝑖th-
stage drive train; 𝑖 = 1, 2
𝐸sp : Sun-planet mesh error
𝐸rp : Ring-planet mesh error
𝐾sp : Sun-planet mesh stiffness
𝐾rp : Ring-planet mesh stiffness
𝐶sp : Sun-planet mesh damping coefficient
𝐶rp : Ring-planet mesh damping coefficient
𝜃𝑖𝑗 : Angular displacement of 𝑗th member
for 𝑖th-stage drive train; 𝑖 = 1, 2, 3; 𝑗 =
s, r, c, p1, p2, . . . , p𝑛, g1, g2; 𝑛 = 1, 2, 3
𝐸𝑖sp𝑗 : Sun-planet mesh error of 𝑗th planet
gear for 𝑖th-stage drive train; 𝑖 = 1, 2;
𝑗 = 1, 2, 3
𝐸𝑖rp𝑗 : Ring-planet mesh error of 𝑗th planet
gear for 𝑖th-stage drive train; 𝑖 = 1, 2;
𝑗 = 1, 2, 3
𝐸3g1g2 : Mesh error of parallel-shaft gears
𝐾𝑖sp𝑗 : Sun-planet mesh stiffness of 𝑗th
planet gear for 𝑖th-stage drive train;
𝑖 = 1, 2; 𝑗 = 1, 2, 3
𝐾𝑖rp𝑗 : Ring-planet mesh stiffness of 𝑗th
planet gear for 𝑖th-stage drive train;
𝑖 = 1, 2; 𝑗 = 1, 2, 3
𝐾3g1g2 : Mesh stiffness of parallel-shaft gears
𝐾1s2c : Torsional stiffness associated with 1st-
stage sun and 2nd-stage carrier
𝐾1c2r : Torsional stiffness associated with 1st-
stage carrier and 2nd-stage ring
𝐾2s3g1 : Torsional stiffness associated with
2nd-stage sun and 3rd-stage gear
𝐶𝑖sp𝑗 : Sun-planet mesh damping coefficient
of 𝑗th planet gear for 𝑖th-stage drive
train; 𝑖 = 1, 2; 𝑗 = 1, 2, 3
𝐶𝑖rp𝑗 : Ring-planet mesh damping coefficient
of 𝑗th planet gear for 𝑖th-stage drive
train; 𝑖 = 1, 2; 𝑗 = 1, 2, 3
𝐶3g1g2 : Mesh damping coefficient of parallel-
shaft gears
𝐶1s2c : Torsional damping coefficient associ-
ated with 1st-stage sun and 2nd-stage
carrier
𝐶1c2r : Torsional damping coefficient associ-
ated with 1st-stage carrier and 2nd-
stage ring
𝐶2s3g1 : Torsional damping coefficient associ-
ated with 2nd-stage sun and 3rd-stage
gear
𝑇𝑖 : Input torque
𝑇𝑜 : Output torque.
Conflict of Interests
The authors declare that they have no conflict of interests
regarding the publication of this paper.
The Scientific World Journal
Acknowledgments
The authors gratefully acknowledge the support of the
Chinese National Science Foundation (no. 51175299), the
Shandong Provincial Natural Science Foundation, China (no.
ZR2010EM012), the Independent Innovation Foundation of
Shandong University (IIFSDU2012TS044), and the Graduate
Independent Innovation Foundation of Shandong University,
GIIFSDU (no. yzc10117).
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Journal of  International Journal of
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Power Electronics
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High Energy Physics
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Combustion
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International Journal of Journal of

Nuclear Energy Renewable Energy

International Journal of

Advances in
Tribology
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Aerospace
Volume 2014
Science and Technology of
Nuclear Installations
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Engineering
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