CN108520126A - Passenger car accelerating mode transmission gear taps the modeling method of control - Google Patents
Passenger car accelerating mode transmission gear taps the modeling method of control Download PDFInfo
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Abstract
The invention discloses the modeling methods that a kind of passenger car accelerating mode transmission gear taps control, include the following steps：S1, simplify passenger car powertrain critical piece, establish Torsional Vibration of Shafts lumped parameter model, the equivalent moment of inertia and torsion stiffness of each section, obtain corresponding damping values in computation model；S2, consider that piston crank link mechanism time-varying characteristics and clutch non-linear factor are modified Torsional Vibration of Shafts lumped parameter model；S3, it establishes power train undamped free state torsional vibration equation and solves analysis；S4, input time-varying cylinder pressure data are as excitation, and the moment of resistance is as load, the twisting vibration of simulation actual transmission system；S5, Quantitative Simulation analysis is carried out for the parameter in transmission system, controls accelerator transmission input shaft torsional oscillation value.The method can accurately analyze prediction transmission input shaft torsional oscillation value, tapped to control speed changer free gear, improve vehicle NVH performances.
Description
Technical field
The present invention relates to automotive transmission Control Technique of Vibration and Noise fields, and in particular to a kind of passenger car accelerating mode change
Fast device gear taps the modeling method of control.
Background technology
With automotive engineering fast development, requirement of the people for automobile vibration, noise is also higher and higher.Automobile power passes
Dynamic Torsional vibration is one of the main contributor of vehicle structure vibration noise, since the dynamic excitations such as engine can cause transmission system
Twisting vibration, when driving frequency and power train intrinsic frequency it is close when, it may occur that torsional resonance, if resonance be happened at flywheel with
Between transmission input shaft, the torsional oscillation of transmission input shaft can be caused excessive so that transmission gear, which generates, taps abnormal sound, therefore
It not only plays an important role to its reliability and durability to the control of transmission input shaft torsional oscillation, but also for vehicle NVH performances
Also it has a major impact.
In the modeling of automobile accelerating mode power train torsional oscillation, modeling method is in the majority with lumped parameter method, but the method pair
Transmission gear part usually carries out ignoring on processing or equivalent moment of inertia to respective shaft in power train, to have ignored
Engaged transmission gear and free gear are to engaging the influence to torsional oscillation in accelerator under practical vehicle condition.
Invention content
In view of the deficiencies of the prior art, it is an object of the present invention to provide a kind of passenger car accelerating mode transmission gears to strike
The modeling method of control is hit, the method considers speed changer engaged transmission gear and free gear to entire under accelerating mode
The influence of power train torsional oscillation can accurately analyze prediction transmission input shaft torsional oscillation value, be struck to control speed changer free gear
It hits, improves vehicle NVH performances, overcome defect existing in the prior art.
The purpose of the present invention can be achieved through the following technical solutions：
A kind of passenger car accelerating mode transmission gear taps the modeling method of control, the described method comprises the following steps：
S1, simplify passenger car powertrain critical piece, establish Torsional Vibration of Shafts lumped parameter model, calculate transmission
The equivalent moment of inertia and torsion stiffness of each section, obtain corresponding damping values in Torsional vibration lumped parameter model；
S2, consider that piston crank link mechanism time-varying characteristics and clutch non-linear factor concentrate ginseng to Torsional Vibration of Shafts
Exponential model is modified；
S3, it establishes power train undamped free state torsional vibration equation and solves analysis；
S4, input time-varying cylinder pressure data are as excitation, and the moment of resistance is as load, the twisting vibration of simulation actual transmission system；
S5, Quantitative Simulation analysis is carried out for the parameter in transmission system, controls accelerator transmission input shaft torsional oscillation
Value.
Further, in step S1, inertia member is considered as according to the component that drive system structure is big by rotary inertia and concentrates
Part, rotary inertia it is small and dispersion component be considered as elastic element, each component, shafting are divided into different centralized units, Mei Geji
It is connected with the ideal torsionspring of no rotary inertia between middle unit, forms multiple degrees of freedom discrete model system；Rotary inertia is logical
Three-dimensional modeling is crossed, coordinate system is defined, material properties is assigned and obtains；The stiffness K of shaft part is obtained using mechanics of materials formula：
In formula, T is applied to the torque at corresponding shaft part both ends,To act on the torsion angle of lower axle in the torque, K is the axis
Section torsion stiffness, G is shaft part material modulus in shear, IpIt is shaft section polar moment of inertia, L is shaft part length；Torsional Vibration of Shafts collection
The acquisition damped in middle parameter model can be sought by experiment test or corresponding theoretical formula, and the damping includes bent axle
Torsion damping, the dry friction moment of resistance in clutch torsion vibration, the engine piston viscous friction damping of torsional vibration damper
It reverses and damps with tire.
Further, in step S2, due to piston crank link mechanism relative to the rotary inertia of crankshaft center be with turn
Angle is continually changing, by connecting rod quality mlIt is simplified to concentrate on the quality m that big end rotates1It is small with connecting rod is concentrated on
The quality m that head moves reciprocatingly2, simplified principle makes the mass conservation for simplifying front-rear linkage, and position of centre of gravity is constant：
ml=m1+m2
m1=mll/(l-l1)
m2=mll1/l
J0=mll1(l-l1)
Wherein, l1It is big end center at a distance from connecting rod center of gravity, l is length of connecting rod, J0It is that connecting rod two degrees of freedom is equivalent
Rotary inertia, piston crank mechanism can be expressed as relative to the rotary inertia of crankshaft center：
Jeq=Jd+m1r2+(m2+mp)r2f1(θ)+J0f2(θ)
Wherein, JdFor the rotary inertia of single crank throw, mpFor piston mass, r is crank radius of turn, if piston crank connects
There is biasing in linkage, then f1(θ)、f2(θ) expression formula is：
f1(θ)=[sin (θ)+α (sin (2 θ)/2cos (ψ))-β (cos (θ)/cos (ψ))]2
f2(θ)=α2[cos(θ)/cos(ψ)]2
Wherein, θ is crank angle, and α is connecting rod ratio, and d is toggle offset or dish, and ψ is piston and crankshaft center
The angle of line and connecting rod：
α=r/l
β=d/l
Rsin ψ=lsin θ+d
If there is no biasing, d=0 for piston crank link mechanism；
For the nonlinear characteristic of clutch, mainly it is made of two sections of rigidity and two sections of dry friction moments of resistance, it is non-thread
Property rigidity is expressed as with the dry friction moment of resistance：
In formula, θ (°) is the main secondary part relative torsional angle of clutch torsion vibration, KθFor clutch torsion stiffness, k1
For the level-one torsion stiffness of clutch torsion vibration, H1For the level-one dry friction moment of resistance, k2For two level torsion stiffness, H2It is two
The grade dry friction moment of resistance；-θ1、θ2Corresponding torsional angle ,-θ respectively at stiffness variationt1For the negative limit of clutch torsion angle,
θt2For the positive limit of clutch torsion angle；Level-one torsion stiffness and the corresponding level-one dry friction moment of resistance are used for idling operation,
Two level rigidity and its corresponding dry friction moment of resistance are for high speed, high load working condition.
Further, in step S3, according to Torsional Vibration of Shafts lumped parameter model, the free shape of power train undamped is established
State torsional vibration equation, programming acquire the corresponding frequency of power train and the vibration shape.
Further, the detailed process of step S4 is：Input speed, cylinder pressure and angle are three-dimensional under experimental test specific operation
Data and curves are inputted as engine, apply the equivalent drag square being calculated by rolling resistance at tire equivalent moment of inertia
Tf, apply the equivalent drag square T of driving air resistance at vehicle translation quality equivalent moment of inertiaw, equivalent drag square TfWith etc.
Imitate moment of resistance TwFormula difference is as follows：
Wherein, mtFor complete vehicle quality, g is acceleration of gravity, and r is tire rolling radius, and u is speed, when A is running car
The area of windward side, C are air resistance coefficient.
Further, in step S5, Quantitative Simulation analysis is carried out for transmission system parameter, by adjusting power train transfer
Dynamic inertia, torsion stiffness, damping value, control accelerator transmission input shaft torsional oscillation value is in a definite value hereinafter, to effectively
Transmission gear is controlled to tap.
Compared with prior art, the present invention having the following advantages that and advantageous effect：
The present invention is on the basis of conventional powertrain system torsional oscillation models, it is contemplated that influence of the free gear to power train torsional oscillation,
Time-varying Engine Excitation is inputted, clutch rigidity and Damped Nonlinear feature is refined, is determined for driveline components parameter
Simulation analysis is measured, accelerator transmission input shaft torsional oscillation value is controlled, establishes suitable for passenger car accelerating mode speed changer tooth
Wheel taps the modeling method of control, prediction transmission input shaft torsional oscillation value can be accurately analyzed, to control speed changer empty set tooth
Wheel taps, and improves vehicle NVH performances.
Description of the drawings
Fig. 1 is the flow chart that passenger car accelerating mode transmission gear of the embodiment of the present invention taps control model method.
Fig. 2 is 4 grades of passenger car power drive system model for torsional vibration schematic diagrames of the embodiment of the present invention.
Fig. 3 (a) is the bending vibation mode picture corresponding to passenger car power train twisting vibration first natural frequency of the embodiment of the present invention,
Fig. 3 (b) is the bending vibation mode picture corresponding to passenger car power train twisting vibration second-order intrinsic frequency of the embodiment of the present invention, and Fig. 3 (c) is
Bending vibation mode picture corresponding to passenger car power train twisting vibration third rank intrinsic frequency of the embodiment of the present invention, Fig. 3 (d) are that the present invention is real
Apply the bending vibation mode picture corresponding to a passenger car power train twisting vibration fourth order intrinsic frequency.
Fig. 4 (a) is that experiment and emulation Speed of Reaction Wheels comparison diagram, Fig. 4 (b) are in the embodiment of the present invention in the embodiment of the present invention
Experiment and emulation transmission input shaft rotating speed comparison diagram.
Fig. 5 (a) is that experiment and emulation speed changer flywheel torsional oscillation comparison diagram, Fig. 5 (b) are that the present invention is real in the embodiment of the present invention
Experiment and emulation transmission input shaft torsional oscillation comparison diagram in example are applied, Fig. 5 (c) is experiment and emulation speed changer in the embodiment of the present invention
Axial torsional vibration comparison diagram is exported, Fig. 5 (d) is speech intelligibility figure in laboratory vehicle in the embodiment of the present invention.
Specific implementation mode
Present invention will now be described in further detail with reference to the embodiments and the accompanying drawings, but embodiments of the present invention are unlimited
In this.
Embodiment：
Present embodiments provide a kind of modeling method of passenger car accelerating mode transmission gear percussion control, the method
On the basis of traditional lumped parameter model, time-varying Engine Excitation, non-linear clutch and free gear are fully considered
Influence with meshing gear to power train torsional oscillation is struck by controlling transmission input shaft torsional oscillation value to control transmission gear
It hits, flow chart is as shown in Figure 1, include the following steps：
S1, simplify passenger car powertrain critical piece, establish Torsional Vibration of Shafts lumped parameter model, calculate transmission
The equivalent moment of inertia and torsion stiffness of each section, obtain corresponding damping values in Torsional vibration lumped parameter model；
S2, consider that piston crank link mechanism time-varying characteristics and clutch non-linear factor concentrate ginseng to Torsional Vibration of Shafts
Exponential model is modified；
S3, it establishes power train undamped free state torsional vibration equation and solves analysis；
S4, input time-varying cylinder pressure data are as excitation, and the moment of resistance is as load, the twisting vibration of simulation actual transmission system；
S5, Quantitative Simulation analysis is carried out for the parameter in transmission system, controls accelerator transmission input shaft torsional oscillation
Value.
In the step S1, simplify passenger car powertrain critical piece, establish power train model for torsional vibration, calculates and concentrate
Each section equivalent moment of inertia and torsion stiffness in parameter model, obtain corresponding damping values.
(1), inertance element is considered as according to the component that powertrain arrangement is larger by rotary inertia and concentrates, rotary inertia is smaller
And the component of dispersion is considered as elastic element, and each component, shafting are divided into different centralized units, are used to without rotation between each unit
The ideal torsionspring of amount couples, and forms multiple degrees of freedom discrete model system.Rotary inertia defines coordinate by three-dimensional modeling
System assigns material properties and obtains；The rigidity of shaft part is obtained using mechanics of materials formula
T is applied to the torque at corresponding shaft part both ends, and L is shaft part length,To act on the torsion angle of lower axle in the torque,
K is the shaft part torsion stiffness, and G is shaft part material modulus in shear, IpIt is shaft section polar moment of inertia；
(2), the acquisition damped in systematic parameter can be sought by experiment test, theoretical formula, the damping in this patent
Torsion damping, the dry friction moment of resistance in clutch torsion vibration, engine piston viscosity including crankshaft tortional vibration damper
Frictional damping, tire torsion damping.
In the step S2, piston crank link mechanism relative to the rotary inertia of crankshaft center is constantly changed with corner
, often connecting rod quality m in engineeringlIt is simplified to concentrate on the quality m that big end rotates1With concentrate on small end of connecting rod
The quality m to move reciprocatingly2, simplified principle makes the mass conservation for simplifying front-rear linkage, and position of centre of gravity is constant.
ml=m1+m2 (2)
m1=mll/(l-l1) (3)
m2=mll1/l (4)
J0=mll1(l-l1) (5)
l1It is big end center at a distance from connecting rod center of gravity, l is length of connecting rod, J0It is connecting rod two degrees of freedom Equivalent Rotational
Inertia；Piston crank mechanism is represented by relative to the rotary inertia of crankshaft center：
Jeq=Jd+m1r2+(m2+mp)r2f1(θ)+J0f2(θ) (6)
JdFor the rotary inertia of single crank throw, mpFor piston mass, r is crank radius of turn.
If there is biasing, f in piston crank link mechanism1(θ)、f2(θ) expression formula is：
f1(θ)=[sin (θ)+α (sin (2 θ)/2cos (ψ))-β (cos (θ)/cos (ψ))]2 (7)
f2(θ)=α2[cos(θ)/cos(ψ)]2 (8)
Wherein, θ is crank angle, and α is connecting rod ratio, and d is toggle offset or dish, and ψ is piston and crankshaft center
The angle of line and connecting rod；
α=r/l (9)
β=d/l (10)
Rsin ψ=lsin θ+d (11)
If there is no biasing, d=0 for piston crank link mechanism.
For the nonlinear characteristic of clutch, mainly it is made of two sections of rigidity and two sections of dry friction moments of resistance, it is non-thread
Property rigidity is represented by with the dry friction moment of resistance：
In formula, θ (°) is the main secondary part relative torsional angle of clutch torsion vibration, KθFor clutch torsion stiffness, k1
For the level-one torsion stiffness of clutch torsion vibration, H1For the level-one dry friction moment of resistance, k2For two level torsion stiffness, H2It is two
The grade dry friction moment of resistance.-θ1、θ2Corresponding torsional angle ,-θ respectively at stiffness variationt1For the negative limit of clutch torsion angle,
θt2For the positive limit of clutch torsion angle.Level-one torsion stiffness and the corresponding level-one dry friction moment of resistance are commonly used in idling work
Condition, two level rigidity and its corresponding dry friction moment of resistance are for high speed, high load working condition.
In the step S3, according to power train model for torsional vibration, power train undamped free state torsional vibration side is established
Journey, programming acquire the corresponding frequency of power train and the vibration shape.
In the step S4, input time-varying cylinder pressure data are as excitation, and equivalent drag square is as load, to simulate reality
Power train twisting vibration.It is used as with angle three-dimensional data curve by input speed, cylinder pressure under experimental test specific operation and is started
Machine inputs, and applies the equivalent drag square T being calculated by rolling resistance at tire equivalent moment of inertiaf, in vehicle translation matter
Measure the equivalent drag square T for applying driving air resistance at equivalent moment of inertiaw, moment of resistance formula is as follows：
mtFor complete vehicle quality, g is acceleration of gravity, and r is tire rolling radius, and u is speed, when A is running car windward
The area in face, C are air resistance coefficient.
In the step S5, Quantitative Simulation analysis is carried out for driveline components parameter, by adjusting turning for power train
Dynamic inertia, torsion stiffness, damping value, control accelerator transmission input shaft torsional oscillation value, are tapped to control transmission gear.
The accuracy of the modeling method is verified below by way of an example, the passenger vehicle engine in example is four cylinders
Four strokes, ignition order 1-3-2-4,5 grades of manual transmissions establish 18 degree of freedom model for torsional vibration of transmission system, and Fig. 2 is extension four
Simplified model schematic diagram when gear.The rotary inertia of acquisition and torsion stiffness are as shown in table 1：
Table 1
The numerical value of damping is as shown in table 2：
| Subsystem damps | Numerical value |
| Crankshaft tortional vibration damper torsion damping C1 | 3N·m·s/rad |
| First the cylinder piston viscous friction damped coefficient C2 | 0.06N·s/m |
| Second the cylinder piston viscous friction damped coefficient C3 | 0.06N·s/m |
| Third the cylinder piston viscous friction damped coefficient C4 | 0.06N·s/m |
| 4th the cylinder piston viscous friction damped coefficient C5 | 0.06N·s/m |
| Clutch torsion vibration moment of resistance C6 | Two sections of moments of resistance [seeing formula (18)] |
| Tire torsion damping C7 | 8N·m·s/rad |
Table 2
The nonlinear characteristic of clutch is as shown in following formula
The time variation of piston crank link mechanism is determined by formula (6)-(12).According to power train model for torsional vibration, empty set is considered
Gear mesh power train torsional oscillation influences, and establishes multiple degrees of freedom undamped system Free Vibration Equations：
Wherein M is system inertia matrix, and K is system stiffness matrix, and θ is system corner matrix.
M=diag [J1,J2,J3,J4,J5,J6,J7,J8,J9,J10,J11,J12,J13,J14,J15,J16,J17,J18]
θ=[θ1,,θ2,,θ3,,θ4,,θ5,,θ6,,θ7,,θ8,,θ9,,θ10,,θ11,,θ12,,θ13,,θ14,,θ15,,θ16,,θ17,,θ18,]T
K is system stiffness matrix：
K11=K1, K12=-K1, K21=-K1, K22=K1+K2, K23=-K2, K32=-K2, K33=K2+K3, K34=-K3, K43
=-K3, K44=K3+K4, K45=-K4, K54=-K4, K55=K4+K5, K56=-K5, K65=-K5, K66=K5+K6, K67=-K6, K76
=-K6, K77=K6+K7, K78=-K7, K87=-K7, K88=K7+Kg(Ri1 2+Ri2 2)+K8, K89=-K8, K812=-KgRi1Ro1, K813
=-KgRi2Ro2, K98=-K8, K99=K8+KgRi4 2, K910=-KgRi4Ro4, K109=-KgRi4Ro4, K1010=K9+Kg(Ro4 2+
Ro5 2), K1011=-K9, K1015=-KgRi5Ro5, K1110=-K9, K1111=K9+Kd(Rd1 2+Ro3 2), K1114=-KgRi3Ro3, K1116
=-KdRd1Rd2, K128=-KgRi1Ro1, K1212=KgRo1 2, K138=-KgRi2Ro2, K1313=KgRo2 2, K1411=-KgRi3Ro3, K1414
=KgRi3 2, K1510=-KgRi5Ro5, K1515=KgRi5 2, K1611=-KdRd1Rd2, K1616=K10+KdRd2 2, K1617=-K10, K1716
=-K10, K1717=K10+K11, K1718=-K11, K1817=-K11, K1818=K11。
The pitch radius data of gear are as shown in table 3：
| Gear title | Pitch radius R (mm) |
| One grade of driving gear | Ri1=16.552 |
| First speed driven gear | Ro1=61.945 |
| Two grades of driving gears | Ri2=52.537 |
| Two grades of driven gears | Ro2=53.730 |
| Third speed drive gear | Ri3=34.445 |
| Third gear driven gear | Ro3=45.556 |
| Fourth gear driving gear | Ri4=39.437 |
| Fourth gear driven gear | Ro4=40.564 |
| Five grades of driving gears | Ri5=87.672 |
| Five grades of driven gears | Ro5=43.836 |
| Main reducing gear driving gear | Rd1=25.686 |
| Main reducing gear driven gear | Rd2=101.32 |
Table 3
By Matlab Program power train torsional oscillation inherent characteristics, corresponding frequency and the vibration shape are acquired.It is as shown in table 4
Quadravalence intrinsic frequency and corresponding engine speed before corresponding power train torsional oscillation, Fig. 3 (a)-Fig. 3 (d) are corresponding transmission
Be the vibration shape, third rank intrinsic frequency is 80.85Hz in Fig. 3 (c), node occur between flywheel and speed changer, at clutch compared with
Big torsional deflection.
| Order | Frequency (Hz) | Corresponding engine speed (rpm) |
| 1 | 6.31952 | 189.59 |
| 2 | 13.0206 | 390.62 |
| 3 | 80.8588 | 2425.76 |
| 4 | 351.203 | 10536.09 |
Table 4
Press data by the cylinder that is applied on piston crank link mechanism, and seek rolling resistance and running resistance etc.
The moment of resistance is imitated, and is applied on corresponding rotary inertia, you can seeks fourth gear power train torsional vibration characteristic under accelerating mode.
It is verified by experiment test and simulation analysis, it is real as shown in Fig. 4 (a), Fig. 4 (b) and Fig. 5 (a)-Fig. 5 (d)
Test examination and simulation result are very nearly the same, experiment test car auris dextra speech intelligibility starts in engine 2400rpm or so
2 rank driving frequency of machine is 80Hz, and speech intelligibility is decreased obviously 10 percentage points.The driving frequency and the intrinsic frequency of power train torsional oscillation
Rate very close to, from Fig. 4 (a), Fig. 4 (b) it is found that transmission input shaft torsional oscillation value has an apparent amplification with respect to flywheel torsional oscillation value, and
Axial torsional vibration is inputted at 2400rpm, and there are apparent formants.The Torsional Vibration of Shafts simulation model is established, for driveline components
Parameter carries out Quantitative Simulation analysis, and by adjusting the rotary inertia of power train, torsion stiffness, damping value, control accelerator becomes
Fast device inputs axial torsional vibration value, is tapped to control transmission gear.It also can be by adjusting rotary inertia, torsion stiffness ginseng in system
Number numerical value, by the control of system third rank intrinsic frequency below the 2 rank driving frequencies corresponding to engine idle rotational so that become
Resonance amplification will not occur for fast device input axial torsional vibration value, and then control speed changer free gear beat noise.
The above, patent preferred embodiment only of the present invention, but the protection domain of patent of the present invention is not limited to
This, any one skilled in the art is in the range disclosed in patent of the present invention, according to the skill of patent of the present invention
Art scheme and its patent of invention design are subject to equivalent substitution or change, belong to the protection domain of patent of the present invention.
Claims (6)
1. a kind of passenger car accelerating mode transmission gear taps the modeling method of control, which is characterized in that the method includes
Following steps：
S1, simplify passenger car powertrain critical piece, establish Torsional Vibration of Shafts lumped parameter model, calculate transmission system
The equivalent moment of inertia and torsion stiffness of each section, obtain corresponding damping values in torsional oscillation lumped parameter model；
S2, consider piston crank link mechanism time-varying characteristics and clutch non-linear factor to Torsional Vibration of Shafts lumped parameter mould
Type is modified；
S3, it establishes power train undamped free state torsional vibration equation and solves analysis；
S4, input time-varying cylinder pressure data are as excitation, and the moment of resistance is as load, the twisting vibration of simulation actual transmission system；
S5, Quantitative Simulation analysis is carried out for the parameter in transmission system, controls accelerator transmission input shaft torsional oscillation value.
2. a kind of passenger car accelerating mode transmission gear according to claim 1 taps the modeling method of control, special
Sign is, in step S1, is considered as inertance element, rotary inertia according to the component that drive system structure is big by rotary inertia and concentrates
Small and dispersion component is considered as elastic element, and each component, shafting are divided into different centralized units, used between each centralized unit
The ideal torsionspring of no rotary inertia connects, and forms multiple degrees of freedom discrete model system；Rotary inertia is fixed by three-dimensional modeling
Adopted coordinate system assigns material properties and obtains；The stiffness K of shaft part is obtained using mechanics of materials formula：
In formula, T is applied to the torque at corresponding shaft part both ends,To act on the torsion angle of lower axle in the torque, K is that the shaft part is turned round
Turn rigidity, G is shaft part material modulus in shear, IpIt is shaft section polar moment of inertia, L is shaft part length；Torsional Vibration of Shafts concentrates ginseng
The acquisition damped in exponential model can be sought by experiment test or corresponding theoretical formula, and the damping includes crankshaft torsion
Torsion damping, the dry friction moment of resistance in clutch torsion vibration, engine piston viscous friction damping and the wheel of damper
Tire torsion damping.
3. a kind of passenger car accelerating mode transmission gear according to claim 1 taps the modeling method of control, special
Sign is, in step S2, since piston crank link mechanism relative to the rotary inertia of crankshaft center is constantly changed with corner
, by connecting rod quality mlIt is simplified to concentrate on the quality m that big end rotates1Reciprocal fortune is done with small end of connecting rod is concentrated on
Dynamic quality m2, simplified principle makes the mass conservation for simplifying front-rear linkage, and position of centre of gravity is constant：
ml=m1+m2
m1=mll/(l-l1)
m2=mll1/l
J0=mll1(l-l1)
Wherein, l1It is big end center at a distance from connecting rod center of gravity, l is length of connecting rod, J0It is connecting rod two degrees of freedom Equivalent Rotational
Inertia, piston crank mechanism can be expressed as relative to the rotary inertia of crankshaft center：
Jeq=Jd+m1r2+(m2+mp)r2f1(θ)+J0f2(θ)
Wherein, JdFor the rotary inertia of single crank throw, mpFor piston mass, r is crank radius of turn, if piston crank connecting rod machine
There is biasing in structure, then f1(θ)、f2(θ) expression formula is：
f1(θ)=[sin (θ)+α (sin (2 θ)/2cos (ψ))-β (cos (θ)/cos (ψ))]2
f2(θ)=α2[cos(θ)/cos(ψ)]2
Wherein, θ is crank angle, and α is connecting rod ratio, and d is toggle offset or dish, and ψ is piston and crankshaft center line
With the angle of connecting rod：
α=r/l
β=d/l
Rsin ψ=lsin θ+d
If there is no biasing, d=0 for piston crank link mechanism；
For the nonlinear characteristic of clutch, mainly it is made of two sections of rigidity and two sections of dry friction moments of resistance, it is non-linear rigid
Degree is expressed as with the dry friction moment of resistance：
In formula, θ (°) is the main secondary part relative torsional angle of clutch torsion vibration, KθFor clutch torsion stiffness, k1For from
The level-one torsion stiffness of clutch torsional vibration damper, H1For the level-one dry friction moment of resistance, k2For two level torsion stiffness, H2It is dry for two level
Frictional resistance moment；-θ1、θ2Corresponding torsional angle ,-θ respectively at stiffness variationt1For the negative limit of clutch torsion angle, θt2For
The positive limit of clutch torsion angle；Level-one torsion stiffness and the corresponding level-one dry friction moment of resistance are used for idling operation, two level
Rigidity and its corresponding dry friction moment of resistance are for high speed, high load working condition.
4. a kind of passenger car accelerating mode transmission gear according to claim 1 taps the modeling method of control, special
Sign is, in step S3, according to Torsional Vibration of Shafts lumped parameter model, establishes power train undamped free state torsional oscillation power
Equation is learned, programming acquires the corresponding frequency of power train and the vibration shape.
5. a kind of passenger car accelerating mode transmission gear according to claim 1 taps the modeling method of control, special
Sign is that the detailed process of step S4 is：Input speed, cylinder pressure are made with angle three-dimensional data curve under experimental test specific operation
It is inputted for engine, applies the equivalent drag square T being calculated by rolling resistance at tire equivalent moment of inertiaf, in vehicle
Apply the equivalent drag square T of driving air resistance at translation quality equivalent moment of inertiaw, equivalent drag square TfWith equivalent drag square
TwFormula difference is as follows：
Wherein, mtFor complete vehicle quality, g is acceleration of gravity, and r is tire rolling radius, and u is speed, when A is running car windward
The area in face, C are air resistance coefficient.
6. a kind of passenger car accelerating mode transmission gear according to claim 1 taps the modeling method of control, special
Sign is, in step S5, Quantitative Simulation analysis is carried out for transmission system parameter, by adjusting rotary inertia, torsion in power train
Turn rigidity, damping value, control accelerator transmission input shaft torsional oscillation value is in a definite value hereinafter, to effectively control speed changer
Gear taps.
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