Article

Journal of Vibration and Control

18(11) 1624–1630

Influence of lateral vibrations on the ! The Author(s) 2011

Reprints and permissions:
sagepub.co.uk/journalsPermissions.nav
whirling characteristics of gear-pinion DOI: 10.1177/1077546311423064
jvc.sagepub.com
rotor system

Seshendra Kumar Venkat Karri1 and Sree Krishna Sundara

Siva Rao Bollapragada2

Abstract
The proposed work presents a methodology to analyze the influence of lateral vibrations on the whirling characteristics of a
rotor-bearing system. A complex variable approach, which is proposed for the analysis of a single rotor system, is very
powerful for this purpose. The approach is expanded to the analysis of a combined rotor system to apply it to the gear
system analysis. The bearing stiffness and shaft flexibility of the geared rotor system are taken into account in two ways. With
regard to the rotor effect, the frequency response functions are obtained for both torsional motions and coupled lateral-
torsional motions. By obtaining the differences in the frequency responses of both the models, the effect of neglecting rotor
effects in gear dynamics simulation is studied. The lateral stiffness of the system, which reflects the shaft and bearing stiffness,
is considered to make a strong lateral and torsional motion coupling. It is shown that the lateral vibrations have considerable
effect when the natural frequencies of the lateral vibration and torsional vibration are close to each other, which is expected.
The effect of lateral-torsional coupling on gear dynamics is discussed based on the response of the system.

Keywords
Bearing stiffness, complex variable approach, gear dynamics, lateral-torsional coupling, rotor dynamics, shaft flexibility
Received: 16 December 2010; accepted: 28 July 2011

1. Introduction
Gear dynamic studies have usually neglected the lateral
vibration of the shafts and bearings and have typically
represented the system with a torsional model.
Although neglecting torsional vibrations might provide
a good approximation for systems that have shafts with
small compliances, the dynamic coupling between the
torsional and transverse vibrations due to gear mesh
affects the system behavior considerably when the
shafts have high compliances. Mitchell and Mellen
(1975) included lateral vibration of the shafts and their
bearings in their models. Lund (1978) included influence
coefficients at each gear mesh by using the Holzer
method for torsional vibrations and the Myklestad-
prohl method for lateral vibrations, thus obtaining crit-
ical speeds and a forced vibration response.
It appears that the most common interests of
reported works are on gear vibrations caused by
backlash, deviation of tooth profile and eccentricities.
The backlash detection and its influence in geared
systems has been studied by Sarkar et al. (1997). They
performed modeling, simulation and conducted experi-
ments on geared systems to detect backlash. Ambili and
Fregolent (1998) determined modal parameters of a
spur gear system using the harmonic balance method.
A pair of spur gears was considered in their analysis to
predict vibrations due to gear tooth error. The design of
compact spur gears taking into account the tooth stress
1
Department of Industrial Production Engineering, GITAM Institute of
Technology, Visakhapatnam, India
2
Department of Mechanical Engineering, Andhra University College of
Engineering, Visakhapatnam
Corresponding author:
Seshendra Kumar Venkat Karri, Department of Industrial Production
Engineering, GITAM Institute of Technology, Gitam University,
Visakhapatnam, India
Email: venkat_seshendra@yahoo.co.in
Karri and Bollapragada
and dynamic response was studied by Lin et al. (1998).
The dynamic behavior of spur gears to varying mesh
stiffness and tooth error has been studied by Kuan
and Lin (2003). They considered the gear tooth mesh
as a linear spring of variable stiffness and performed
dynamic analysis to determine the response of the
system. A mathematical model for gear geometry
error and mounting error was developed by Velex and
Maatar (1996). In their analysis, the influence of shape
deviations and mounting errors on gear dynamic behav-
ior was studied. Theodassiades and Nastiavas (2000)
studied nonlinear behavior of a gear system with back-
lash and varying stiffness. They also studied nonlinear
influence of bearing characteristics on a gear pair system
(2001). A motor driven gear pair system was considered
in their work for performing periodic and chaotic
dynamics taking into account gear tooth backlash.
Modal analysis of compliant multi-body gear systems
has been analyzed by Vinayak and Singh (2005). Shen
et al. (2007) performed coupled torsional–lateral vibra-
tion of the unbalanced rotor system with external exci-
tations through numerical simulation. Two kinds of
unbalance, namely static unbalance and dynamic unbal-
ance, are considered in the rotor system. Coupled tor-
sional and transverse vibration of a back-to-back
gearbox rig was carried out by Sargeant et al. (2005).
The coupled torsional and transverse vibration of a
back-to-back gearbox system has been investigated
experimentally and analytically. Receptance methods
were used to model the system, and were shown to be
effective. The paper presents the detailed results of a
full torsional/transverse model analysis of the gearbox
system by Sargeant et al. (2005).
In most of these studies interactions of the gear shafts
and gear dynamics are not investigated in depth. A gear
system can be viewed as a set of rotor systems interact-
ing dynamically with one another. Therefore, linear as
well as gyroscopic whirling phenomena are expected to
exist in addition to vibrations caused by gear tooth,
bearings and shaft interactions. The rotor effect is con-
sidered negligible in gear systems with bearing supports
in both ends because design can be made to minimize
lateral deflections; however it can be a significant effect
in overhung gears, such as seen in hypoid gear systems.
Complex mode description was first proposed by Lee
and his colleagues, who represented two-dimensional
motion of rotors by using complex variables. The con-
cept of directional frequency response function (dFRF)
was also introduced by Lee and Lee (1994). Directional
frequency response functions define the relationships
between the forward and backward excitations and for-
ward and backward responses, which reveals important
information about rotor systems, for example the exis-
tence of anisotropy. A frequency domain diagnostic
1625
method of anisotropy and asymmetry in a rotor system
using dFRFs obtained by complex modal testing has
been suggested by Lee and Lee (1997). They also sug-
gested the use of unidirectional random excitation tech-
niques to estimate dFRFs. They studied the eigenvalues
of a rotor shaft system with an asymmetrically placed
rotor on elastic supports incorporating a gyroscopic
effect. The complex variable description and directional
modes have been redefined by Kessler and Kim (2002) in
a much more intuitive manner. These authors defined the
rotor model as a combination of the forward and back-
ward sub-modes, and defined the forward mode as the
mode whose forward sub-mode dominates, and the
backward mode as the mode whose backward sub-
mode dominates. Experimental verification of the simul-
taneous existence of forward and backward whirling in
the rotor was carried out by Lee (1994), Kessler and Kim
(2002), and Rao et al. (1996). Finite element analysis of a
coupled lateral-torsional system has been done by Neriya
et al. (1985), and modeling a gear system by a rotor
system formulated in the finite element analysis was car-
ried out by Kahraman et al. (1992).
2. Formulation and interpretation
of problem
In many gear dynamics analyses, the effect of the lateral
vibration has been ignored in modeling the system, with
the underlying assumption that the effect of the lateral
deflection in a typical gear system is negligible compared
to that of the torsional deflection. This assumption may
not be valid in some configurations such as overhung-
type gears rotating at a high speed, in which the whirling
resonance speed occurs within the operating frequency
range. To understand the effect of possible interactions
between the lateral and torsional responses, a simple
gear system is considered in this study, whose parame-
ters are chosen so that its lateral and torsional natural
frequencies are close to each other.
2.1. Equation of motion in real description
The system consists of two gears (pinion, P and gear, G)
in mesh and driven by a motor M and driving a load L.
The shafts on which gears are mounted have two trans-
lational degrees-of-freedom each, one in a horizontal
direction (Z direction) and the other in a vertical direc-
tion (Y direction). The gears, motor and load have
torsional degree-of-freedom. Therefore, there are four
degrees-of-freedom (xp, yp, xg, and yg) in the lateral direc-
tion and four degrees of system (ym, yp, yg, and yl) in the
torsional direction in the system. The shaft stiffness (K1
for shaft 1 and K2 for shaft 2) is assumed to be constant in
all directions, making the system isoparametric.
1626 Journal of Vibration and Control 18(11)

The equations of motion can be derived by using the The external forces considered in the above
Lagrange method. equation are:
The kinetic energy of the system T is
a. Torques on motor (Tm), load (Tl), pinion (Tp) and
1h gear (Tg)
T ¼ Ip _p2 þ Ig _g2 þ Jm _m
2
þ Jl _l2 þ mp y_ 2p
2 i ð1Þ b. Unbalance masses Up and Ug acting on pinion
þmg y_ 2g þ mp x_ 2p þ mg x_ 2g and gear respectively. c defines the phase angle
between the two unbalance masses in the pinion
and gear. These unbalance forces act in the lateral
The strain energy of the system V is directions, however they can cause torsional
responses because the equations are coupled in
1h  2  
two directions.
V¼ Km rp p þ yp  rg g  yg þKy y2p þ y2g
2   i ð2Þ
þKx x2p þ x2g þ Kt ðp  m Þ2 þ Kt ðg  l Þ2
2.2. Equation of motion in complex variable
Lagrange equation states that
description
  Any planar motions can be represented as complex
d @T @T @V variable of function of time by matching the real and
 þ ¼ Fi ð3Þ
dt @q_ i @qi @qi imaginary parts of the complex variable to y and z coor-
dinates. For example, any point P(t) in complex plane
the equation of motion is obtained by an eight by eight can be represented by vector:
matrix equation as follows:
pðtÞ ¼ yðtÞ þ jzðtÞ
2 32 y€p
3
mp 0 0 0 0 0 0 0 Expanding y(t) and z(t) as Fourier series and
6 7 6 y€ 7 collecting þo and -o terms, the above equation can be
6 0 mg 0 0 0 0 0 0 76 g 7
6 76 x€ 7 represented as:
6 0 0 mp 0 0 0 0 0 76 p7
6 766
7
7
6 07 x€ g 7 1  
6 0 0 0 mg 0 0 0 76 X 
6 7 € 7
6 þ j!k t j!k t j!k t j!k t
6 0 0 0 0 Ip 0 0 0 76 p 7 pðtÞ ¼ ðYk e þ Yk e Þ þ Yk e þ Yk e
6 766 7
7
k¼0
6 07 €g 7
6 0 0 0 0 0 Ig 0 76 X
1 
6 76 7 
4 0 0 0 0 0 0 Jm 0 54 €m 7
6
5 pðtÞ ¼ pfk ej!k t þ pbk ej!k t ð5Þ
k¼0
0 0 0 0 0 0 0 Jl €
l
2 3
Ky þ Km Km 0 0 rp Km rg Km 0 0 where ok is 2k/T, T is the fundamental period of
6 Km Ky þ Km 0 0 rp Km rg Km 0 0 7 motion and Yk is the kth component of the Fourier series.
6 7
6 7
6
6
0 0 Kx 0 0 0 0 0 7
7 To transform equation (4) to complex variable form
6 0 0 0 Kx 0 0 0 0 7 following the procedure proposed by Kessler and Kim
6 7
6 7
6 rp Km rp Km 0 0 r2p Km þ Kt rp rg Km Kt 0 7 (2002), the displacement vector is transformed as
6 7
6 r K rg Km 0 0 rp rg Km r2g Km þ Kt 0 Kt 7 follows.
6 g m 7
6 7
4 0 0 0 0 Kt 0 Kt 0 5
0 0 0 0 0 Kt 0 Kt p1 ¼ p1f ej!t þ p1b ej!t
2 3 2 2 3
yp Up  Cost p2 ¼ p2f ej!t þ p2b ej!t
6 yg 7 6 U N2 2 CosðNt þ Þ 7 8 9 8 9
6 7 6 g 7 > y1 > > p1 ðtÞ >
6 7 6 7 >
> >
> >
> > ð6Þ
6 xp 7 6 2
Up  Sint 7 <y = < p ðtÞ > =
6 7 6 7 2
¼ ½T
2
6 x 7 6 U N2 2 SinðNt þ Þ 7
6 g7 6 g 7 > >
> z1 > > p1 ðtÞ >
> >
6 7¼6 7 ð4Þ : >
> ; >
: >
;
6 p 7 6 T p 7 z2 p2 ðtÞ
6 7 6 7
6 7 6 Tg 7
6 g7 6 7 where, T is the transformation matrix;
6 7 6 7
4 m 5 4 Tm 5

l Tl 1 I I
T¼ ð7Þ
2 jI jI
Karri and Bollapragada 1627

The equation of motion after transformation is: Mass Moment of Inertia for load, Jl ¼ 0.549 kg-m2
Mesh stiffness, Km ¼ 2 x 108 N-m
2 32 P€ 3 Torsional stiffness, Kt ¼ 115 N-m/rad
mp 0 0 0 0 0 0 0 1
6 76 P€ 7 Radius of pinion, rp ¼ 0.0564 m
6 0 mg 0 0 0 0 0 07 6 27
6 76 € 7 Radius of gear, rg ¼ 0.1015 m
6 0 0 mp 0 0 0 0 0 76 P 1 7
6
6 76 7 7
The gear ratio is given as 1.79 from the ratio of
6 07
6 0 0 0 mg 0 0 0 76
6 P€ 2 7
7þ
radius of the gear and pinion. Also notice that Kt is
6 7
6 0 0 0 0 Ip 0 0 0 76 €p 7 taken as the same for the motor side shaft and the
6 76 7
6
7 load side shaft.
6 07
6 0 0 0 0 0 Ig 0 76 €g 7
6 76 7
4 0 0 0 0 0 0 Jm 0 564 €m 5
7
0 0 0 0 0 0 0 Jl €l
21 3
2 ðKy þ Km þ Kt Þ  12 Km 1
2 ðKy þ Km  Kx Þ  12 Km rp Km rg Km 0 0
6 7
6  12 Km 1
2 ðKy þ Km þ Kx Þ  12 Km 1
2 ðKy þ Km  Kx Þ rp Km rg Km 0 0 7
6 7
6 1 ðKy þ Km  Kx Þ  12 Km 1
 12 Km 0 0 7
62 2 ðKy þ Km þ Kx Þ rp Km rg Km 7
6 7
6  12 Km 1
2 ðKy þ Km  Kx Þ  12 Km 1
2 ðKy þ Km þ Kx Þ rp Km rg Km 0 0 7
6 7
6 1
 12 rp Km 1
 12 rp Km r2p Km þ Kt 0 7
6 2 rp Km 2 rp Km rp rg Km Kt 7
6 7
6  12 rg Km 1
 12 rg Km 1
r2g Km þ Kt 0 Kt 7
6 2 rg Km 2 rg Km rp rg Km 7
6 7
4 0 0 0 0 Kt 0 Kt 0 5
0 0 0 0 0 Kt 0 Kt
2 € 3 2 3
P1 2
Up  e jt
6 P€ 7 6
6 2 7 6 Ug N2 2 ejNt 7 7 3. Torsional vibration response
6€ 7 6
6 P 1 7 6 U 2 ejt 7 7
6 7 6 p 7 of the gear system
6€ 7 6
6 P 2 7 6 Ug N2 2 ejNt 7
7
6 7¼6 7 ð8Þ First, we consider the torsional vibration of the system
6 € 7 6 T 7
6 p 7 6 p 7 without considering the lateral vibration effect. The
6 7 6 7
6 € 7 6 T g 7 bearing stiffness can be set to an infinite value in both
6 g7 6 7
6 7 4 Tm 5 x and y directions to remove the lateral vibration effect
4 € 5
m in equation (4). Now the system becomes a four degree-
€l Tl of-freedom system. Equations of motion described in
matrix form are:
Once the system equation is set up in this form, pos-
itive frequency solutions indicate whirling and rota- 2 32 € 3
Ip 0 0 0 p
tional motion in the forward direction (counter- 60 I 76 7
6 g 0 0 76 €g 7
clockwise direction) and negative frequency solutions 6 76 7
indicate motions in the backward direction (clockwise
4 0 0 Jm 0 564 €m 5
7

direction). 0 0 0 Jl €l
2 2 3
rp Km þ Kt rp rg Km Kt 0
2.3. System parameters 6 r r K r2g Km þ Kt 0 Kt 7
6 p g m 7 ð9Þ
þ6 7
The main purpose of this work is to understand the 4 Kt 0 Kt 0 5
interaction between the lateral and torsional vibrations 0 Kt 0 Kt
of gear systems in theoretical terms and the system 8 9 8 9
> p > > T p >
parameters are chosen so that the lateral and torsional >
> > > >
> >
>
< g = < T g =
mode frequencies exist in a close range to induce rela- ¼
tively strong coupling effect. > m >
> > > > Tm >
>
: >
> ; > : >
;
Mass of pinion, mp ¼ 16.96 kg l Tl
Mass of gear, mg ¼ 5.65 kg
Mass Moment of Inertia for pinion, Ip ¼
3.1. Free vibration analysis
0.0269 kg-m2
Mass Moment of Inertia for gear, Ig ¼ 0.0291 kg-m2 For free vibration analysis, letting the external force
Mass Moment of Inertia for motor, Jm ¼ 0.459 kg-m2 vector be zero and assuming harmonic responses, the
1628 Journal of Vibration and Control 18(11)

free vibration equation becomes:

2 3 4. Vibration of lateral-torsional gear
r2p Km þ Kt  !2 Ip rp rg Km Kt 0
6 7 model
6 rp rg Km r2g Km þ Kt  !2 Ig 0 Kt 7
6 7
6
4 Kt 0 Kt  !2 Jm 0
7
5
4.1. Free vibration analysis
0 Kt 0 Kt  ! 2 J l Free vibration analysis is conducted using the equation
8 9
>
>
p >
>
of motion described in real variables, which provides the
>
< >
g = same solutions. The solutions obtained from the real
¼0 ð10Þ
> m >
> > analysis can be transformed to the complex variable
>
: >
;
l description using equation (9), which provides the direc-
tional information.
Natural frequencies of the system are obtained by From the equation of motion in equation (4), letting
solving the eigenvalues of the determinant of the the external force be zero and assuming harmonic
above equation. The modal frequencies obtained as: responses

2 38 9
Ky þ Km  !2 mp Km 0 0 rp Km rg Km 0 0 > Yp >
>
> >
>
6 Km Ky þ Km  ! 2 m g 0 0 rp Km rg Km 0 0 7> >
6 7>> Yg >>
6 0 0 Kx  !2 mp 0 0 0 0 0 7>> X
>
>
6 7>>
<
p >
>
=
6
6 0 0 0 Kx  !2 mp 0 0 0 0 7
7 X g
6 rp Km rp Km 0 0 r2p Km þ Kt  !2 Ip rp rg Km Kt 0 7> p > ¼ 0
6 7>> >
6 r2g Km þ Kt  !2 Ig Kt 7 > g >>
6 rg Km r g Km 0 0 rp rg Km 0 7>> >
>
4 0 0 0 0 0 Kt  !2 Jm 0 5> m >
>
> >
>
Kt >
: >
;
0 0 0 0 0 Kt 0 2
Kt  ! J l  l

ð11Þ

0, 14.8, 66.6, 9719.06 (rad/s). Solving for the eigenvalues and eigenvectors of the
The natural modes are obtained by solving equation determinant in the above equation with the physical
(10) after substituting the above natural frequencies parameters, the natural frequencies are obtained as:
back to the equation. Taking only the positive frequen- 0, 14.80, 66.59, 8780.98, 12733.67,
cies, the natural modes are obtained as follows, which 13487.18, 22061.86, 23054.57 (rad/s) Substituting
are shown in Table 1. these frequencies back to equation (11), the mode
As expected, the first mode associated with the zero shapes are obtained. The frequencies and modes are
frequency is a rigid body mode. The mode shape of summarized in Table 2.
this mode indicates the gear ratio. From the mode The system equation is an eight by eight equation;
shape, it is seen that the second mode is dominated therefore eight modes are obtained. There are four lat-
by the motions of the motor and load relative to the eral modes and four torsional modes. As before, the first
pinion and gear, respectively. The third mode is dom- frequency of vibration is zero, which corresponds to the
inated by the motions of the gear and pinion masses rigid body torsional mode.
relative to each other. The highest mode is isolated The second and third modes are torsional modes
vibration by the pinion and gear associated by the without any participation by lateral motion modes.
spring that represents the tooth stiffness. The second mode is predominantly the relative motion
of the motor and load, and the third mode is predomi-
nantly the relative motion between the pinion-gear set
and the motor-load set. The relative motion between the
Table 1. Mode shapes after normalization for p pinion and gear is not involved in this motion as the
pinion-gear set moves without inducing any deforma-
Frequency (rad/s)
tion in the gear teeth mesh.
0 14.8 66.6 9719.06 The fifth and seventh modes are uncoupled lateral
p 1 1 1 1 modes in the x-direction, which represent the single
g 0.555647 0.55496 0.55567 1.66358 degree-of-freedom motions of the gear and pinion
m 1 7.9628 0.05987 0 respectively. Modes four, six and eight are the modes
with coupling effect between the lateral and torsional
l 0.555647 12.0986 0.02754 0
modes. The fourth mode shows the weakest coupling.
Karri and Bollapragada 1629

Table 2. Mode shapes after normalization for yp

Frequency (rad/s)

0 14.80 66.59 8780.98 12733.67 13487.18 22061.86 23054.57

Yp 0 0 0 0.0255 0 0.2589 0 0.0405
Yg 0 0 0 0.0159 0 0.0504 0 1.0018
Xp 0 0 0 0 1 0 0 0
Xg 0 0 0 0 0 0 1 0
p 1 1 1 1 0 1 0 1
g 0.5557 0.5557 0.5557 1.6636 0 1.6636 0 1.6636
m 1 7.9624 0.0598 0 0 0 0 0
l 0.5557 12.098 0.0275 0 0 0 0 0

Pinion
Kx

Θm Θp
Θl
Kt

Θg
Ky Kt

Km
Motor
Load
Gear
Kx
Ky

Figure 1. Mathematical model of the geared rotor system.

As can be seen from the table, the lateral modes are
active only at very high frequencies. For all lower fre-
quencies, their mode participations are nearly zero,
which suggest they can be safely ignored. The first
three lower frequency modes are purely torsional
modes. The higher frequency modes are bending-
torsion combined modes with two in-between frequency
modes being purely transverse. For these purely trans-
verse modes, the displacement occurs in the direction
perpendicular to the mesh line. Along the mesh line
(Y direction) where coupling is present, no displacement
occurs. For the system under consideration, if only
torsional analysis had been carried out, the lateral
motions would have been ignored; therefore only the
first three modes would have been picked up by the
analysis. As the frequency increases, the lateral modes
become more and more significant.
If we compare the above modes to the torsional-only
system, it can be seen that the first three modes are
almost the same in both systems, even though the
third modal frequency is different because the action
of the lateral spring provides extra stiffness in this tor-
sional mode. These three motions are not of major con-
cern in gear dynamics because they involve rigid body
relative motions of the gear-pinion set.
5. Summary and conclusion
In the present work, vibration analysis of a geared
rotor system has been carried out for combined tor-
sional-lateral motions. The gear-pinion system is mod-
eled as a combined rotor system in the lateral directions
and a torsional system is driven by a motor and driving
a load inertia in the rotationary direction. The equations
1630
of motion for an eight degrees-of-freedom gear system
are derived using Lagrange’s equation and converted to
complex variable form using the method developed by
Kessler and Kim (2002). The complex variable notation
helps in understanding the whirling characteristics of
rotor systems in a more simple way. Initially the
system model that considered only the torsional
motion was analyzed, and then the results were later
compared with the responses obtained by solving for
the combined torsional-lateral system. The combined
system has been analyzed in two different forms: one
in the real co-ordinates description to compare it with
the torsion-only system, and the other in the complex co-
ordinates description to understand the directional
information of the whirling motion of the system. It
has been demonstrated that the lateral motions interact
significantly with torsional degrees-of-freedom if the res-
onance frequencies are similar. For the system under
consideration, this interaction occurs around
13,000 rad/s where two close critical speeds exist instead
of one as found by the torsional-only system. If the oper-
ating speed were around 22,000 rad/s, two more critical
speeds exist at 22,062 rad/s and 23,054 rad/s which oth-
erwise would have been ignored. The analysis certainly
shows that the lateral whirling motions of the rotors and
the torsional motions of the gears interact with each
other. The degree of interaction depends on the proxim-
ity of the natural frequencies of the lateral and torsional
motions. Neglecting the coupled effect in design can have
serious effects on the estimation of the performance of
the system if their frequencies are close to one another.
Funding
This research received no specific grant from any funding
agency in the public, commercial, or not-for-profit sectors.
References
Amabili M and Fregolent A (1998) A method to identify
modal parameters and gear errors by vibrations of a spur
gear pair. Journal of Sound and Vibration 214(2): 339–357.
Kahraman A, Nevzat Ozguven, Houser DR and Zakrajsek JJ
(1992) Dynamic analysis of geared rotors by finite ele-
ments. Journal of Mechanical Design 114: 507–514.
Kessler C and Kim J (2002) Vibration analysis of rotors using
complex variables. ASME Journal of Vibration and
Acoustics 124: 340–349.
Kuan JH and Lin AD (2003) Theoretical aspects of torque
responses in spur gearing due to mesh stiffness variation.
Mechanical Systems and Signal Processing 17(2): 255–271.
Lee CW and Lee SK (1994) Development of the use of
directional frequency response functions for the diagnosis
Journal of Vibration and Control 18(11)
of anisotropy and asymmetry in rotating machinery:
theory. Mechanical Systems and Signal Processing 8(6):
665–678.
Lee CW and Lee SK (1997) An efficient complex modal test-
ing theory for asymmetric rotor systems: use of unidirec-
tional excitation method. Journal of Sound and Vibration
206(3): 327–338.
Lin PH, Lin HH, Oswald FB and Townsend DP (1998) Using
dynamics analysis for compact gear design. Design
Engineering Technical Conference, sponsored by
American Society of Mechanical Engineers, Atlanta,
Georgia, 13–16, September, pp. 1–8.
Lund JW (1978) Critical speeds, stability and response of a
geared train of rotors. Journal of Mechanical Engineering
100: 535–538.
Mitchell LD and Mellen DM (1975) Torsional lateral couple
in a geared high speed rotor system. Journal of Mechanical
Engineering 97: 95–99.
Neriya SV, Bhat RB and Shankar TS (1985) Coupled
torsional-flexural vibrations of geared rotor systems using
finite element analysis. Shock and Vibration Bulletin 55:
13–24.
Rao C, Bhat RB and Xistris GD (1996) Experimental verifi-
cation of simultaneous forward and backward whirling at
different points of a jeffcott rotor supported on identical
journal bearings. Journal of Sound and Vibration 198(3):
379–388.
Sargeant MA, Drew SJ and Stone BJ (2005) Coupled torsional
and transverse vibration of a back-to-back gearbox rig.
Proceedings of the Institution of Mechanical Engineers
219: 259–273.
Sarkar N, Ellis RE and Moore TN (1997) Backlash detection
in geared mechanism: modeling, simulation, and experi-
mentation. Mechanical Systems and Signal Processing
11(3): 391–408.
Shen Y, Jia JH, Zhao M and Jing JP (2007) Coupled tor-
sional–lateral vibration of the unbalanced rotor system
with external excitations. Proceedings of the Institution of
Mechanical Engineers 42: 423–431.
Theodossiades S and Nastiavas S (2000) Non-linear dynamics
of gear pair systems with periodic stiffness and backlash.
Journal of Sound and Vibration 229(2): 287–310.
Theodossiades S and Nastiavas S (2001) Periodic and chaotic
dynamics of motor-driven gear pair systems with backlash.
Chaos, Solitons & Fractals 12: 2427–2440.
Velex P and Maatar M (1996) A mathematical model for ana-
lyzing the influence of shape deviations and mounting
errors on gear dynamic behavior. Journal of Sound and
Vibration 191(5): 629–660.
Vinayak H and Singh R (1998) Multi-body dynamics and
modal analysis of compliant gear bodies. Journal of
Sound and Vibration 210(2): 171–214.