CN110220697B - System for testing contribution quantity of transmission path of automobile gearbox - Google Patents
System for testing contribution quantity of transmission path of automobile gearbox Download PDFInfo
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- CN110220697B CN110220697B CN201910338816.8A CN201910338816A CN110220697B CN 110220697 B CN110220697 B CN 110220697B CN 201910338816 A CN201910338816 A CN 201910338816A CN 110220697 B CN110220697 B CN 110220697B
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- 238000012360 testing method Methods 0.000 title claims abstract description 49
- 230000005540 biological transmission Effects 0.000 title claims abstract description 40
- 239000000725 suspension Substances 0.000 claims abstract description 49
- 238000012546 transfer Methods 0.000 claims abstract description 36
- 230000005284 excitation Effects 0.000 claims description 27
- 230000004044 response Effects 0.000 claims description 18
- 238000012545 processing Methods 0.000 claims description 8
- 238000000034 method Methods 0.000 claims description 6
- 239000011159 matrix material Substances 0.000 claims description 4
- 238000012935 Averaging Methods 0.000 claims description 2
- 230000006698 induction Effects 0.000 claims description 2
- 238000012216 screening Methods 0.000 claims description 2
- 230000001939 inductive effect Effects 0.000 claims 1
- 238000005457 optimization Methods 0.000 abstract 1
- 230000001133 acceleration Effects 0.000 description 22
- 238000011161 development Methods 0.000 description 3
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 2
- 229910052782 aluminium Inorganic materials 0.000 description 2
- 230000005577 local transmission Effects 0.000 description 2
- 238000005259 measurement Methods 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
- 238000005070 sampling Methods 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
Classifications
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M13/00—Testing of machine parts
- G01M13/02—Gearings; Transmission mechanisms
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M13/00—Testing of machine parts
- G01M13/02—Gearings; Transmission mechanisms
- G01M13/028—Acoustic or vibration analysis
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M13/00—Testing of machine parts
- G01M13/04—Bearings
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M13/00—Testing of machine parts
- G01M13/04—Bearings
- G01M13/045—Acoustic or vibration analysis
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
Abstract
The invention discloses a system for testing the contribution of a transmission path of an automobile gearbox, wherein a transfer function module is electrically connected with a working condition test module, the transfer function module is used for calculating the local transfer function of each bearing seat and the transfer function from a suspension target point to each bearing seat, and the working condition test module is used for testing vibration signals of each bearing seat and the suspension target point; the contribution analysis module is respectively and electrically connected with the transfer function module and the working condition test module, and is used for analyzing the contribution of each bearing seat. The system achieves the purposes that the test system can measure the contribution value of the transmission path of the automobile transmission, and not only saves resources, but also improves the optimization efficiency while improving the rigidity of each bearing seat.
Description
Technical Field
The invention relates to a gearbox, in particular to a system for testing the contribution of a transmission path of an automobile gearbox.
Background
The vibration noise of the automobile gearbox is dynamic response generated in the automobile through the automobile body by transmitting the vibration noise to the shaft through the gear and transmitting the vibration noise to the suspension position through the box body through the bearing under the action of dynamic excitation (gear transmission error). At present, the problem of optimizing the vibration noise of the gearbox starts from two directions, and on one hand, an excitation source is optimized, namely, the transmission error is reduced by optimizing the macroscopic parameters of the gear; on the other hand, the transfer path is optimized, i.e. the transfer function is reduced by increasing the dynamic stiffness of the gearbox bearing block and suspension point. An automotive transmission generally has a plurality of transmission paths such as an input shaft left bearing, an input shaft right bearing, a counter shaft left bearing, a counter shaft right bearing, a differential left bearing, a differential right bearing, and the like, and the dynamic stiffness can be improved by providing each bearing housing.
At present, no test system for measuring the contribution value of the transmission path of the automobile transmission exists, and the rigidity is improved for each bearing seat, so that the cost is increased, and meanwhile, the difficulty of development engineering is high.
Disclosure of Invention
The invention aims to provide a system for testing the contribution of a transmission path of an automobile gearbox, and aims to solve the technical problems that a test system for measuring the contribution of the transmission path of the automobile gearbox is not available in the prior art, the rigidity of each bearing seat is improved, the cost is increased, and meanwhile, the difficulty of development engineering is high.
In order to achieve the aim, the invention adopts the transmission path contribution quantity measuring system of the automobile transmission, which comprises a transmission function module, a working condition test module and a contribution quantity analysis module,
the transfer function module is electrically connected with the working condition test module, and is used for calculating the local transfer function of each bearing seat and the transfer function from the suspension target point to each bearing seat, and the working condition test module is used for testing the vibration signals of each bearing seat and the suspension target point;
the contribution analysis module is respectively and electrically connected with the transfer function module and the working condition test module, and is used for analyzing the contribution of each bearing seat.
The transfer function module comprises a sensing unit, wherein the sensing unit is used for sensing a vibration response signal.
The transfer function module further comprises a signal transmitting unit, wherein the signal transmitting unit is electrically connected with the sensing unit and is used for applying force to the gearbox shell and sending out an excitation signal.
The transfer function module further comprises a first signal acquisition unit, wherein the first signal acquisition unit is electrically connected with the signal transmitting unit and is used for acquiring vibration response signals and excitation signals.
The transfer function module further comprises a processing unit, wherein the processing unit is electrically connected with the first signal acquisition unit and is used for screening three groups of vibration response signals and excitation signals and carrying out averaging treatment.
The working condition test module comprises a driving unit, wherein the driving unit is electrically connected with the sensing unit and is used for providing torque for the gearbox shell and controlling the rotating speed of the gearbox shell.
The working condition test module further comprises a second signal acquisition unit, wherein the second signal acquisition unit is electrically connected with the driving unit and is used for acquiring vibration response signals of each bearing seat and the suspension target point.
The contribution analysis module comprises an identification unit, wherein the identification unit is respectively and electrically connected with the processing unit and the second signal acquisition unit, and the identification unit is used for identifying dynamic loads of all bearing seats and identifying dynamic excitation of all bearing seats.
The identification method adopted by the identification unit is an inverse matrix method.
The contribution analysis module further comprises an analysis unit, wherein the analysis unit is electrically connected with the identification unit and is used for obtaining contribution from each bearing seat to the suspension target point.
The invention relates to a system for testing the contribution of a transmission path of an automobile gearbox, which is electrically connected with a working condition test module through a transmission function module, wherein the transmission function module is used for calculating the local transmission function of each bearing seat and the transmission function from a suspension target point to each bearing seat, and the working condition test module is used for testing vibration signals of each bearing seat and the suspension target point; the contribution analysis module is respectively and electrically connected with the transfer function module and the working condition test module, and is used for analyzing the contribution of each bearing seat. The system comprises a transmission function module, a working condition test module, a suspension target point module, a transmission function analysis module, a control module and a control module, wherein the transmission function module is used for calculating a local transmission function of each bearing seat and a transmission function from the suspension target point to each bearing seat, then the working condition test module is used for testing vibration signals of each bearing seat and the suspension target point, dynamic excitation of each path bearing seat is identified through operation, then the transmission function from the suspension target point to each bearing seat is multiplied to obtain contribution of each path bearing seat, finally the contribution analysis module is used for analyzing the contribution of each bearing seat so as to optimize a bearing seat path with high contribution, and the test system is used for measuring the contribution value of the transmission path of the automobile transmission.
Drawings
In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of an automotive transmission path contribution measurement system of the present invention;
FIG. 2 is a left case acceleration sensor layout of the transmission of the present invention;
FIG. 3 is a right case acceleration sensor layout of the transmission of the present invention;
FIG. 4 is a schematic diagram of a condition testing system of the present invention.
10-gearbox left housing, 11-input shaft left bearing block, 111-input shaft left bearing a, 112-input shaft left bearing B, 113-input shaft left bearing C, 12-intermediate shaft left bearing block, 121-intermediate shaft left bearing a, 122-intermediate shaft left bearing B, 123-intermediate shaft left bearing C, 13-differential left bearing block, 131-differential left bearing a, 132-differential left bearing B, 133-differential left bearing C, 14-left suspension mounting hole, 20-gearbox right housing, 21-input shaft right bearing block, 211-input shaft right bearing a, 212-input shaft right bearing B, 213-input shaft right bearing C, 22-intermediate shaft right bearing block, 221-intermediate shaft right bearing a, 222-intermediate shaft right bearing B, 223-intermediate shaft right bearing C, 23-differential right bearing block, 231-differential right bearing a, 232-differential right bearing B, 233-differential right bearing C, 24-rear suspension mounting hole, 25-drive assembly, 26-drive motor, 27-right loading motor, 28-right loading motor.
Detailed Description
Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present invention and should not be construed as limiting the invention.
In the description of the present invention, it should be understood that the terms "length," "width," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like indicate orientations or positional relationships based on the orientation or positional relationships shown in the drawings, merely to facilitate describing the present invention and simplify the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present invention. Furthermore, in the description of the present invention, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.
Referring to fig. 1 to 4, the invention provides an automobile gearbox transmission path contribution measurement system, which comprises a transmission function module, a working condition test module and a contribution analysis module, wherein the transmission function module comprises an induction unit, a signal emission unit, a first signal acquisition unit and a processing unit, the working condition test module comprises a driving unit and a second signal acquisition unit, and the contribution analysis module comprises an identification unit and an analysis unit;
the sensing unit adopts acceleration sensors, the number of the acceleration sensors is a plurality, when the local transfer function of each bearing seat and the transfer function from a suspension target point to each bearing seat need to be calculated, three-way acceleration sensors are uniformly distributed on an input shaft left bearing seat 11, an intermediate shaft left bearing seat 12 and a differential left bearing seat 13 of a gearbox left box 10 according to the circumferential direction, three-way acceleration sensors are arranged on a left suspension mounting hole 14, and are respectively an input shaft left bearing A111, an input shaft left bearing B112, an input shaft left bearing C113, an intermediate shaft left bearing A121, an intermediate shaft left bearing B122, an intermediate shaft left bearing C123, a differential left bearing A131, a differential left bearing B132, a differential left bearing C133 and a left suspension mounting hole 14; then three-way acceleration sensors are uniformly distributed on the input shaft right bearing seat 21, the middle shaft right bearing seat 22 and the differential right bearing seat 23 of the gearbox right box 20 along the circumferential direction, and three-way acceleration sensors are arranged on the rear suspension mounting hole 24, wherein the three-way acceleration sensors are respectively an input shaft right bearing A211, an input shaft right bearing B212, an input shaft right bearing C213, a middle shaft right bearing A221, a middle shaft right bearing B222, a middle shaft right bearing C223, a differential right bearing A231, a differential right bearing B232, a differential right bearing C233 and a rear suspension mounting hole 24; and then suspending the gearbox assembly by using a soft elastic rope in an elastic rope suspension system, wherein the elastic rope suspension system is required to have lower rigidity, smaller additional mass and zero friction force, the natural frequency of the elastic rope suspension system is less than one tenth of the natural frequency of a gearbox assembly test piece, otherwise, the influence of the elastic rope suspension system on the elastic modal characteristic of the test piece is considered, the suspension point is selected near a node with higher structural rigidity of the gearbox assembly test piece, so that the structural rigidity change caused by the static stress of structural suspension is avoided, the stability of the elastic rope suspension system is ensured, the influence of the additional resistance caused by the elastic rope suspension system on the structure of the gearbox assembly test piece is reduced, after suspension, an input shaft is required to be parallel to a horizontal plane as much as possible, a gear shifting tower is positioned right above the gearbox, the definition of the coordinate system of the gearbox assembly is consistent with that of the whole vehicle, and the engine connection face points to the gearbox along the input shaft in the Y direction and the upward Z direction, so that the right-hand rule is satisfied.
The signal transmitting unit is composed of a miniature vibration exciter, a signal generator and a power amplifier, the miniature vibration exciter applies force to a gearbox shell and transmits excitation signals, when the miniature vibration exciter is installed, a square aluminum block of 1cm < 3 > is respectively stuck to an input shaft left bearing seat 11, a middle shaft left bearing seat 12, a differential left bearing seat 13 and a left suspension mounting hole 14 acceleration sensor of a gearbox left box 10 and an input shaft right bearing seat 21, a middle shaft right bearing seat 22, a differential right bearing seat 23 and a rear suspension mounting hole 24 acceleration sensor of a gearbox right box 20 by plastic steel, and then the miniature vibration exciter is installed on the aluminum block, so that the vibration exciter can apply force signals from X, Y, Z directions, wherein the signal generator is electrically connected with the power amplifier and the miniature vibration exciter in sequence. The miniature vibration exciter is used for enabling the gearbox assembly to obtain vibration quantity in a certain form and size, and exciting the positions of the acceleration sensors on the bearing seats, so that the acceleration sensors sense vibration response signals.
The first signal acquisition unit adopts a signal acquisition device, wherein the miniature vibration exciter sends out a sine sweep frequency signal, the amplitude is 5g, the frequency is 0-3000Hz, the frequency increment is 1Hz, and the sweep frequency rate is 10Hz/s. The positions near the acceleration sensors of the bearing seats are excited, and excitation signals are respectively an input shaft left bearing A111, a middle shaft left bearing A121, a differential left bearing A131, an input shaft right bearing A211, a middle shaft right bearing A221 and a differential right bearing A231. The sampling frequency of the three-way acceleration sensor is 0-6000Hz, the frequency resolution is 1Hz, a rectangular window is applied to acceleration signals, response signals are respectively input shaft left bearing A111, input shaft left bearing B112, input shaft left bearing C113, intermediate shaft left bearing A121, intermediate shaft left bearing B122, intermediate shaft left bearing C123, differential left bearing A131, differential left bearing B132, differential left bearing C133, left suspension mounting hole 14, input shaft right bearing A211, input shaft right bearing B212, input shaft right bearing C213, intermediate shaft right bearing A221, intermediate shaft right bearing B222, intermediate shaft right bearing C223, differential right bearing A231, differential right bearing B232, differential right bearing C233 and rear suspension mounting hole 24, the first signal acquisition unit acquires excitation signals sent by the three groups of miniature vibration generators and response signals of the acceleration sensor, the processing unit adopts a processor, firstly filters the three groups of excitation signals acquired by the first signal acquisition unit and three groups of response signals, and finally averages the three groups of excitation signals and three groups of response signals acquired by the first signal acquisition unit and the three groups of vibration signals as an average (Y) and an average (omega) are obtained by the average (omega) and Y (omega) signals are respectively averaged and the average (omega) and the Y (F) signals and the average (omega) are obtained). From H (ω) =y (ω)/F (ω), an input shaft left bearing partial transfer function, an intermediate shaft left bearing partial transfer function, a differential left bearing partial transfer function, an input shaft right bearing partial transfer function, an intermediate shaft right bearing partial transfer function, a differential right bearing partial transfer function, left suspension mounting hole 14 to each bearing housing transfer function, and rear suspension mounting hole 24 to each bearing transfer function can be obtained.
The driving unit is composed of a gearbox assembly, a driving motor 26, a left loading motor 27 and a right loading motor 28, the arrangement position of a three-way acceleration sensor is consistent with a transfer function test in a working condition test system, and when the gearbox assembly is installed, the gearbox assembly is arranged in a semi-anechoic chamber and is connected with the rack driving motor 26 through an input flange, and the gearbox assembly is respectively connected with the left loading motor 27 and the right loading motor 28 through half shafts. The sampling frequency of the three-way acceleration sensor is 0-6000Hz, the frequency resolution is 1Hz, and a rectangular window is applied to the acceleration signal. The driving motor 26 provides load torque for the gearbox assembly, the left and right loading motors 28 control the rotating speed of the gearbox assembly, the load torque and the rotating speed of the gearbox assembly are different under different gears and different working conditions, so that a working condition test working condition table is formed, under the test working condition, the second signal acquisition unit acquires vibration response signals respectively for an input shaft left bearing A111, an input shaft left bearing B112, an input shaft left bearing C113, an intermediate shaft left bearing A121, an intermediate shaft left bearing B122, an intermediate shaft left bearing C123, a differential left bearing A131, a differential left bearing B132, a differential left bearing C133, a left suspension mounting hole 14, an input shaft right bearing A211, an input shaft right bearing B212, an input shaft right bearing C213, an intermediate shaft right bearing A221, an intermediate shaft right bearing B222, an intermediate shaft right bearing C223, a differential right bearing A231, a differential right bearing B232, a differential right bearing C233 and a rear suspension mounting hole 24 through various acceleration sensors, wherein various bearing seat vibration response signals are applied to identify dynamic excitation at various positions, and the total suspension contribution amounts of the differential response signals are determined.
The identification unit is used for identifying dynamic loads of all bearing seats and identifying dynamic excitation of all bearing seats, and when the dynamic excitation of all bearing seats is identified, an inverse matrix method is adopted, namely, the inverse matrix of a local transfer function of the bearing seats is multiplied by the vibration response of three acceleration sensors of the bearing seats in a working condition experiment, so that the dynamic excitation of the left bearing seat 11 of the input shaft, the dynamic excitation of the left bearing seat 12 of the intermediate shaft, the dynamic excitation of the left bearing seat 13 of the differential mechanism, the dynamic excitation of the right bearing seat 21 of the input shaft, the dynamic excitation of the right bearing seat 22 of the intermediate shaft and the dynamic excitation of the right bearing seat 23 of the differential mechanism are obtained, then the dynamic excitation signals of all bearing seats are transmitted to the analysis unit, and the analysis unit multiplies the formulas of the dynamic excitation of all bearing seats by the transfer functions of the left suspension target point and the rear suspension target point respectively, so as to calculate the contribution of the left suspension target point and the rear suspension target point respectively, finally, the contribution of all bearing seats is analyzed, so that the transmission path of the bearing seats with high contribution is correspondingly optimized, the cost is saved, the rigidity of each bearing seat is improved, the noise (NVH performance is greatly improved, and the development difficulty is greatly reduced for an engineer).
The above disclosure is only a preferred embodiment of the present invention, and it should be understood that the scope of the invention is not limited thereto, and those skilled in the art will appreciate that all or part of the procedures described above can be performed according to the equivalent changes of the claims, and still fall within the scope of the present invention.
Claims (2)
1. An automotive transmission path contribution amount test system, characterized in that: the system comprises a transmission function module, a working condition test module, a contribution analysis module and an elastic rope suspension system for suspending a transmission assembly test piece to be tested, wherein the natural frequency of the elastic rope suspension system is less than one tenth of the natural frequency of the transmission assembly test piece to be tested;
the transfer function module is electrically connected with the working condition test module and is used for calculating the local transfer function of each bearing seat and the transfer function from the suspension target point to each bearing seat;
the transfer function module comprises a signal transmitting unit, an induction unit for inducing vibration response signals, a first signal acquisition unit for acquiring the vibration response signals and excitation signals, and a processing unit, wherein the processing unit is electrically connected with the first signal acquisition unit and is used for screening three groups of vibration response signals and excitation signals and carrying out averaging treatment;
the sensing unit and the first signal acquisition unit are electrically connected with the signal emission unit, and the signal emission unit is composed of a miniature vibration exciter, a signal generator and a power amplifier and is used for applying force to the gearbox shell and emitting an excitation signal;
the working condition test module comprises a driving unit and a second signal acquisition unit, and is used for testing vibration signals of each bearing seat and each suspension target point;
the driving unit is electrically connected with the sensing unit of the transfer function module and is used for providing torque for the gearbox shell and controlling the rotating speed of the gearbox shell;
the second signal acquisition unit is electrically connected with the driving unit and is used for acquiring vibration response signals of each bearing seat and the suspension target point;
the contribution analysis module is electrically connected with the transfer function module and the working condition test module respectively and is used for analyzing the contribution of each bearing seat;
the contribution analysis module comprises an identification unit and an analysis unit, wherein the analysis unit is electrically connected with the identification unit and is used for obtaining the contribution of each bearing seat to a suspension target point;
the identification unit is respectively and electrically connected with the processing unit of the transfer function module and the second signal acquisition unit of the working condition test module and is used for identifying dynamic loads of all bearing seats and identifying dynamic excitation of all bearing seats.
2. The automotive transmission path contribution amount test system of claim 1, wherein: the identification method adopted by the identification unit is an inverse matrix method.
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| CN201910338816.8A CN110220697B (en) | 2019-04-25 | 2019-04-25 | System for testing contribution quantity of transmission path of automobile gearbox |
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| CN112597676B (en) * | 2020-12-10 | 2022-11-01 | 东风汽车集团有限公司 | Automobile suspension vibration source sensitivity identification method and device |
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| CN110220697A (en) | 2019-09-10 |
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