CN112883587A - Torsional vibration modeling analysis and suppression method for power transmission system of dual-motor driven vehicle - Google Patents
Torsional vibration modeling analysis and suppression method for power transmission system of dual-motor driven vehicle Download PDFInfo
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Abstract
The invention provides a method for modeling, analyzing and restraining torsional vibration of a power transmission system of a dual-motor driven vehicle, which establishes a proper analysis model aiming at the torsional vibration characteristic of the power transmission system of the dual-motor driven vehicle. The method provides a simplified four-mass torsional vibration model modeling method, and compared with a centralized mass model, the method reduces the complexity of the torsional vibration model, ensures the accuracy of the model, and improves the efficiency and the feasibility of torsional vibration modeling analysis. The real-time self-tuning fuzzy PD active control strategy provided by the method can realize high response speed of torsional vibration control on a transmission system based on the longitudinal acceleration of the vehicle, can realize good real-time control effect and has good robustness.
Description
Technical Field
The invention relates to the technical field of vehicle noise and vibration control, in particular to a torsional vibration modeling analysis and suppression method of a power transmission system of an electric vehicle driven by double motor coupling.
Background
Noise, vibration and harshness (NVH) are important indicators to consider in automotive manufacturing and also affect consumer evaluation of automotive performance. In the conventional fuel-powered vehicle, engine characteristics, road surface input, gear backlash in a transmission system and the like are main excitation sources causing load variation of the transmission system, and for the new energy vehicle driven by electricity, because a power source and the transmission system are changed greatly relative to the fuel-powered vehicle, the difference exists in the aspects of noise, vibration generation mechanism and factors which can influence the noise and vibration. The motor has relatively fast torque dynamic response, wide speed regulation range and high torque fluctuation frequency, which makes the motor torsional vibration problem more complicated. And the use of damping elements such as torsional dampers is generally reduced or eliminated in electric vehicles, which results in electric vehicles generally exhibiting low damping characteristics. New features of the motor and driveline architecture may cause more severe NVH problems in the electric vehicle, resulting in reduced ride comfort and drivability.
For the torsional vibration analysis and suppression of the electric vehicle, the prior art adopts a distributed mass model and a concentrated mass model in the aspect of modeling. The vibration characteristics obtained by the method are high in conformity with the vibration characteristics of an actual transmission system, but the establishment and solution of a differential equation are complex, the calculation speed is low, and the practical application difficulty is high; the mass model and the actual transmission system are inevitably deviated, the influence of components inside the shafting on the vibration characteristics cannot be reflected, but the modeling process is simple, the thought is easy to understand, and the mass model and the actual transmission system are widely applied to vibration analysis. In terms of control strategies, there are known control methods including PID control, filtering methods, resonance ratio (inertia ratio) control methods, additional feedback control methods, nonlinear or adaptive control methods, and Model Predictive Control (MPC). Most of the prior art is directed to a single-motor transmission system or a hybrid power system, and the prior art also rarely relates to a power system in a double-motor coupling driving mode. Therefore, how to achieve torsional vibration suppression of such vehicles by establishing a model and deeply analyzing the torsional vibration problem of the power transmission system of the dual-motor driven vehicle is a technical problem to be solved in the field.
Disclosure of Invention
In view of this, the invention provides a modeling analysis and suppression method for torsional vibration of a dual-motor driven vehicle power transmission system, which specifically comprises the following steps:
Further, the centralized mass model established in the step 1 is obtained by simplifying a power transmission system of the dual-motor driven vehicle by adopting a centralized mass method; the abstract definition rules of the mass nodes and the elastic bodies are specifically as follows: the main components in the power transmission system, and the shaft section and the gear meshing part which are connected with the main components are divided into mass nodes and elastic bodies according to the mass size, the rotational inertia, the rigidity and the damping parameters.
Further, the rotational inertia of each mass node, the rigidity of each shaft section, the damping and the gear structure parameters are obtained based on theoretical calculation and engineering test modes, and the specific parameters in the step 2 are determined.
Further, the simplification in the step 3 includes neglecting the rigidity and damping effect of the shaft section with higher rigidity and the gear meshing area according to the rigidity; and the mass nodes of transmission structure parts including a gearbox, a planet row, a main speed reducer, a differential mechanism, wheels and the like are simplified into equivalent mass nodes of a transmission system according to the transmission ratio relation.
Further, the step 4 of solving a free vibration equation of the concentrated mass model and the four-mass torsional vibration model includes eliminating transmission ratio influence of each order of mode diagrams and performing normalization processing.
Further, the evaluating and correcting the four-mass torsional vibration model in the step 6 includes: comparing the low-order natural frequencies of the concentrated mass model and the four-mass torsional vibration model, if the difference value of the low-order natural frequencies exceeds a set threshold value, adjusting the rigidity coefficient of the elastic body in the four-mass torsional vibration model, and repeatedly executing the steps 4 to 5; and comparing the steady state value, the overshoot and the vibration frequency of the acceleration change curve and the final value of the comparison speed change curve, if the steady state value, the overshoot and the vibration frequency of the acceleration change curve do not accord with the general rule or the natural frequency analysis result, checking the calculation process of the structural parameters of the four-mass torsional vibration model, and executing the steps 4 to 5 again after the correctness is confirmed.
Further, the active fuzzy control strategy in the step 7 is specifically based on a Kalman filter, the input of the filter is the real-time acceleration of the vehicle, and the output is the acceleration and is used as the target value of the acceleration; designing a PD controller based on a PID control theory, wherein the input of the controller is the deviation and the differential of the acceleration and the target value thereof, and the output is the torque compensation value of two motors; and designing a fuzzy controller, wherein the input language variable is the deviation and the differential of the acceleration and the target value thereof, and the output language variable is the adjustment value of the proportional gain and the differential gain of the PD controller.
Further, the acceleration response curve and the speed response curve under the torque sudden change working condition before and after the active fuzzy control strategy is applied are specifically compared in the step 8; carrying out simulation test on the four-mass torsional vibration model by applying a standard working condition, and evaluating the dynamic property of the four-mass torsional vibration model; and (3) changing main structural parameters such as the rigidity of a driving shaft and the rotational inertia of the whole vehicle to carry out simulation test on the model and evaluating the robustness of the model.
Compared with the prior art, the method provided by the invention at least has the following beneficial effects:
1. the method provided by the invention establishes a suitable analysis model aiming at the torsional vibration characteristic of the dual-motor driven vehicle power transmission system.
2. The method provided by the invention provides a simplified four-mass torsional vibration model modeling method, and compared with the traditional centralized mass model, the method can accurately represent the low-frequency torsional vibration characteristic of the transmission system within the engineering allowable error range, and simultaneously greatly reduce the complexity of the torsional vibration model of the transmission system. Compared with the traditional torsional vibration analysis method which is provided by the inventor in the prior art and only adopts a centralized mass model, the four-mass torsional vibration model modeling method has stronger pertinence to the torsional vibration suppression problem, reduces the attention degree of the medium-high frequency torsional vibration characteristic in the transmission system with lower influence degree on the torsional vibration suppression problem, greatly reduces the time cost of simulation operation, and improves the efficiency and the feasibility of the torsional vibration modeling and torsional vibration suppression analysis work.
3. The method provided by the invention provides a real-time self-tuning fuzzy PD active control strategy, and can realize torsional vibration control of a transmission system based on the longitudinal acceleration of the vehicle. The active control strategy has high response speed and can realize good real-time control effect; the robustness is good, and the double-motor coupling driving device can be applied to double-motor coupling driving electric automobiles with different structural parameters and configurations; and good dynamic performance of the vehicle is guaranteed while the torsional vibration is restrained, and the NVH performance of the vehicle can be optimized in engineering.
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FIG. 1 is a schematic flow diagram of a method provided by the present invention;
FIG. 2 is a diagram of a lumped mass torsional vibration model in a method provided by the present invention;
FIG. 3 is a diagram of a four-mass torsional vibration model in the method of the present invention;
FIG. 4 is a graph comparing the forced vibration response of two models of a powertrain system to which the present invention is directed;
FIG. 5 is a diagram illustrating the effect of active control strategy control in the method of the present invention;
FIG. 6 is a simulation of powertrain operating conditions for which the present invention is directed;
fig. 7 is a diagram illustrating the robustness effect of the active control strategy in the method provided by the present invention.
The reference numerals denote: 1 is driving motor, 2 is two grades of gearbox driving gears, 3 is two grades of gearbox driven gear, 4 is two grades of gearbox output driving gears, 5 is the operation motor, 6 is operation motor output gear, 7 is the idler, 8 is the sun gear, 9 is the planet wheel, 10 is the ring gear, 11 is the main reducer driving gear, 12 is the main reducer driven gear, 13, 14 are the wheel, 15 is whole car, 16 is transmission system, 17 is whole car.
Detailed Description
The technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it should be understood that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The invention provides a method for modeling, analyzing and restraining torsional vibration of a power transmission system of a dual-motor driven vehicle, which comprises the following steps of:
In a preferred embodiment of the present invention, in step 1, a transmission system of a dual-motor coupling driven electric vehicle is simplified based on a lumped mass method, wherein parts such as a motor rotor, a gear, a wheel and a whole vehicle have a larger moment of inertia and a smaller torsional stiffness, and are regarded as mass nodes having moment of inertia, and shaft sections between the nodes and a part where the gear is meshed are regarded as elastic bodies having stiffness and damping. A concentrated mass model of the drive train with 15 degrees of freedom is established as shown in figure 2.
And (3) as for the structural parameters in the step (2), acquiring the rotational inertia of each mass node, the rigidity and damping coefficient of each elastic element and the structural parameters of the gear in the transmission system by means of engineering tests or theoretical calculation and the like.
For step 3, neglecting the stiffness and damping effect of the shaft section with higher stiffness and the gear meshing area, in this embodiment, the mass nodes of the transmission structure parts including the transmission case, the planetary gear set, the main reducer, the differential, the wheels, and the like are simplified into the equivalent mass nodes of the transmission system according to the energy conservation principle and the transmission ratio relationship thereof, and the simplified four-mass torsional vibration model is shown in fig. 3.
And 4, solving the undamped free vibration equations of the concentrated mass model and the simplified four-mass model based on the vibration theory to respectively obtain the natural frequency of each order of the two models and the corresponding vibration mode thereof, eliminating the influence of the transmission ratio of the array diagram and carrying out normalization processing.
And 5, constructing a concentrated mass model and a four-mass model of the transmission system by using MATLAB/SIMULINK software, and performing forced vibration response simulation calculation on two working conditions of torque mutation and slow acceleration. And after the simulation is finished, the torque data of a motor shaft and a driving shaft are recorded, a torque change curve is stored and drawn, the angular acceleration and the angular velocity data of the whole vehicle are recorded, and the curve is stored and drawn.
And 6, comparing the torsional vibration characteristics of the concentrated mass model and the four-mass model obtained in the steps 4 and 5, and judging whether the error exceeds a set threshold value. If the rigidity and damping coefficient of the elastic body exceed the set threshold value, the rigidity and damping coefficient of the elastic body are adjusted, and the steps 4 to 5 are repeated. In the present embodiment, the second-order natural frequencies of the lumped mass model and the four-mass model are 3.20HZ and 3.33HZ, respectively, and the latter is 4.3% higher than the former, and the relative amplitude relationship in the mode shape diagrams of the two models is shownAre consistent; the angular acceleration response curve under the torque sudden change working condition is shown in figure 4, the change of the angular acceleration response curve accords with the obtained rule of the natural frequency, and the steady state value of the angular acceleration response curve in the concentrated mass model is 6.81rad/s26.78rad/s in the four Mass model2The overshoot was 106.75% in the lumped mass model and 94.10% in the four mass model. The error of the four-mass model is in a required range, and the four-mass model can be used for analysis instead of a centralized mass model.
And 8, based on the vehicle dynamics theory, establishing a forced vibration model with an active control strategy on the basis of the four-mass torsional vibration model of the power transmission system, and comparing dynamic response curves of the model before and after the controller is applied. The dynamic response in the torque ramp condition is shown in fig. 5, and after the active control strategy is applied, the overshoot of the acceleration is reduced from 98.20% when the control is not added to 16.91%, and no oscillation occurs. The dynamic response in the C-WTVC cycle is shown in FIG. 6, where the maximum impact after applying the active control strategy is 12.37rad/s without control3Down to 2.14rad/s3And the vehicle speed can well follow the vehicle speed of the working condition. The rigidity of a driving shaft is respectively set to be 8000Nm/rad,10000Nm/rad and 12000Nm/rad, and the moment of inertia of the whole vehicle is 4000 kg-m2,4500kg·m2And 5000kg m2The model was simulated in time, with the dynamic response as in fig. 7. Simulation result tableThe active control strategy provided by the invention has good vibration suppression effect and robustness.
In the calculation of the forced vibration response, the invention uses MATLAB/SIMULINK software and the variable step size ode23tb algorithm to carry out simulation calculation, and can also use other feasible mathematical means and simulation tools to carry out solution.
It should be understood that, the sequence numbers of the steps in the embodiments of the present invention do not mean the execution sequence, and the execution sequence of each process should be determined by the function and the inherent logic of the process, and should not constitute any limitation on the implementation process of the embodiments of the present invention.
Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.
Claims (8)
1. The method for modeling, analyzing and inhibiting the torsional vibration of the power transmission system of the dual-motor driven vehicle is characterized by comprising the following steps of: the method specifically comprises the following steps:
step 1, establishing a centralized mass model aiming at a power transmission system of a dual-motor driven vehicle; abstract defining main parts in a power transmission system and connecting parts among the main parts as mass nodes and elastic bodies respectively;
step 2, determining specific parameters corresponding to the mass nodes and the elastic bodies defined in the step 1;
step 3, simplifying the concentrated mass model, and establishing a four-mass torsional vibration model of the power transmission system;
step 4, solving a free vibration equation of the concentrated mass model and the four-mass torsional vibration model to obtain respective natural frequencies and corresponding vibration modes of the two models;
step 5, establishing a forced vibration model of the power transmission system based on a vehicle dynamics theory, and performing simulation calculation on forced torsional vibration response containing the following data: a torque change curve at a key shaft section of the motor, an acceleration change curve and a speed change curve of the whole vehicle;
step 6, comparing errors of the concentrated mass model and the four-mass torsional vibration model in the aspects of natural frequency, corresponding vibration modes and forced torsional vibration response, and evaluating and correcting the four-mass torsional vibration model;
step 7, establishing an active fuzzy control strategy based on filtering and PID control aiming at the acceleration and the torque of the vehicle;
step 8, establishing a forced torsional vibration model with an active control strategy based on the four-mass torsional vibration model and the active fuzzy control strategy; and (3) comparing the forced torsional vibration responses of the four-mass torsional vibration models before and after the active fuzzy control strategy is applied in a simulation mode, verifying and correcting the forced torsional vibration model with the active control strategy, and thus completing torsional vibration modeling of the dual-motor drive vehicle power transmission system and using the modeling for torsional vibration analysis and suppression.
2. The method of claim 1, wherein: the step 1 of establishing a concentrated mass model is specifically obtained by simplifying a power transmission system of the dual-motor driven vehicle by adopting a concentrated mass method; the abstract definition rules of the mass nodes and the elastic bodies are specifically as follows: the main components in the power transmission system, and the shaft section and the gear meshing part which are connected with the main components are divided into mass nodes and elastic bodies according to the mass size, the rotational inertia, the rigidity and the damping parameters.
3. The method of claim 1, wherein: and (3) obtaining the rotational inertia of each mass node, the rigidity of each shaft section, the damping and the gear structure parameters based on theoretical calculation and an engineering test mode, and determining the specific parameters in the step (2).
4. The method of claim 1, wherein: the simplification in the step 3 comprises neglecting the rigidity and damping action of part of the shaft section and the gear meshing area according to the rigidity; and the mass nodes of transmission structure parts including a gearbox, a planet row, a main speed reducer, a differential mechanism, wheels and the like are simplified into equivalent mass nodes of a transmission system according to the transmission ratio relation.
5. The method of claim 1, wherein: and 4, solving a free vibration equation of the concentrated mass model and the four-mass torsional vibration model in the step 4, wherein the free vibration equation comprises eliminating the influence of the transmission ratio of each order of mode diagrams and carrying out normalization treatment.
6. The method of claim 1, wherein: the evaluating and correcting the four-mass torsional vibration model in the step 6 comprises: comparing the low-order natural frequencies of the concentrated mass model and the four-mass torsional vibration model, if the difference value of the low-order natural frequencies exceeds a set threshold value, adjusting the rigidity coefficient of the elastic body in the four-mass torsional vibration model, and repeatedly executing the steps 4 to 5; and comparing the steady state value, the overshoot and the vibration frequency of the acceleration change curve and the final value of the comparison speed change curve, if the steady state value, the overshoot and the vibration frequency of the acceleration change curve do not accord with the general rule or the natural frequency analysis result, checking the calculation process of the structural parameters of the four-mass torsional vibration model, and executing the steps 4 to 5 again after the correctness is confirmed.
7. The method of claim 1, wherein: the active fuzzy control strategy in the step 7 is specifically based on a Kalman filter, the input of the filter is the real-time acceleration of the vehicle, and the output is the acceleration which is taken as the target value of the acceleration; designing a PD controller based on a PID control theory, wherein the input of the controller is the deviation and the differential of the acceleration and the target value thereof, and the output is the torque compensation value of two motors; and designing a fuzzy controller, wherein the input language variable is the deviation and the differential of the acceleration and the target value thereof, and the output language variable is the adjustment value of the proportional gain and the differential gain of the PD controller.
8. The method of claim 1, wherein: in the step 8, an acceleration response curve and a speed response curve under a torque sudden change working condition before and after the active fuzzy control strategy is applied are specifically compared; carrying out simulation test on the four-mass torsional vibration model by applying a standard working condition, and evaluating the dynamic property of the four-mass torsional vibration model; and (3) changing main structural parameters such as the rigidity of a driving shaft and the rotational inertia of the whole vehicle to carry out simulation test on the model and evaluating the robustness of the model.
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