CN112560216A - Parameter configuration method and device and vehicle - Google Patents
Parameter configuration method and device and vehicle Download PDFInfo
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- CN112560216A CN112560216A CN201910905837.3A CN201910905837A CN112560216A CN 112560216 A CN112560216 A CN 112560216A CN 201910905837 A CN201910905837 A CN 201910905837A CN 112560216 A CN112560216 A CN 112560216A
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Abstract
The application discloses a parameter configuration method, which comprises the following steps: acquiring a transmission model corresponding to a transmission system; determining each order of torsional vibration free mode of the transmission system according to the transmission model, wherein the torsional vibration free mode at least comprises torsional vibration natural frequency; predicting a torsional vibration risk point of the transmission system at a common rotating speed based on a vibration mode corresponding to the torsional vibration natural frequency; establishing a torsional resonance part according to a torsional risk point, and establishing a damping model aiming at a damping system according to the torsional resonance part and the transmission model, wherein the damping system comprises the transmission system and a torsional damper; determining the damping effect of different parameter combinations on the transmission system according to the damping model; and determining a target parameter combination from the parameter combinations according to the damping effect, and configuring the torsional damper according to the target parameter combination. The torsional vibration amplitude of a longitudinally-arranged transmission shaft or a wheel-side driving shaft of a transmission system is attenuated by designing a proper TVD parameter, the NVH performance of the whole vehicle is improved, and the development efficiency is improved.
Description
Technical Field
The application relates to the field of automobiles, in particular to a parameter configuration method and device and a vehicle.
Background
With the development of scientific technology, vehicles gradually become main vehicles for travel or logistics transportation. Among them, Noise Vibration and Harshness (NVH) performance of vehicles is becoming an important consideration for consumer purchasing vehicles.
NVH performance is directly related to the vehicle driveline. The drive train, also called a drive train, is a device for transmitting power between an engine and drive wheels of a vehicle, and has a basic function of receiving power from the engine and transmitting the power to the drive wheels. For some vehicles, such as All-Wheel Drive (AWD) vehicles with a longitudinal driveshaft, or two-Wheel Drive vehicles with a Wheel-side driveshaft, torsional resonance often occurs in the longitudinal driveshaft as well as the Wheel-side driveshaft, which in turn affects NVH performance of the vehicle.
Disclosure of Invention
In view of this, the present application provides a parameter configuration method, which estimates a damping effect of a Torsional Vibration Damper (TVD) under different parameter combinations by predicting a potential Torsional risk point and establishing a damping model based on the risk point, and selects a target parameter combination with a better damping effect from the damping effect, thereby achieving damping and improving NVH performance.
A first aspect of the present application provides a parameter configuration method, including:
acquiring a transmission model corresponding to a transmission system;
determining each order of torsional vibration free mode of the transmission system according to the transmission model, wherein the torsional vibration free mode at least comprises a torsional vibration natural frequency;
predicting a torsional vibration risk point of the transmission system at a common rotating speed based on a vibration mode corresponding to the torsional vibration natural frequency;
establishing a torsional resonance part according to the torsional risk point, and establishing a damping model aiming at a damping system according to the torsional resonance part and the transmission model, wherein the damping system comprises the transmission system and a torsional damper;
determining the damping effect of different parameter combinations on the transmission system according to the damping model;
and determining a target parameter combination from the parameter combinations according to the damping effect, and configuring the torsional damper according to the target parameter combination.
Optionally, the determining, according to the transmission model, free modes of torsional vibration of each order of the transmission system includes:
acquiring standard rotational inertia and standard torsional rigidity corresponding to each part of the transmission system;
and inputting the standard rotational inertia and the standard torsional rigidity into the transmission model, acquiring the inherent frequency of each order of torsional vibration determined by the transmission model based on a vibration equation, and determining the free mode of each order of torsional vibration of the transmission system according to the inherent frequency of the torsional vibration.
Optionally, the obtaining of the standard rotational inertia and the standard torsional rigidity corresponding to each component of the drive train includes:
acquiring initial rotational inertia, initial torsional rigidity and speed ratio corresponding to each part of the transmission system;
and standardizing the initial moment of inertia and the initial torsional rigidity according to the speed ratio to obtain standard moment of inertia and standard torsional rigidity.
Optionally, the transmission model comprises a lumped mass model.
Optionally, the parameter combination includes a value combination corresponding to the frequency, the moment of inertia, and the loss factor of the torsional damper.
Optionally, the method further includes:
and manufacturing a sample piece of the torsional damper based on the target parameter combination, loading the sample piece, and verifying the actual damping effect.
A second aspect of the present application provides a parameter configuration apparatus, the apparatus comprising:
the acquisition module is used for acquiring a transmission model corresponding to the transmission system;
the first determining module is used for determining each order of torsional vibration free mode of the transmission system according to the transmission model, wherein the torsional vibration free mode at least comprises a torsional vibration natural frequency;
the prediction module is used for predicting a torsional vibration risk point of the transmission system at a common rotating speed based on a vibration mode corresponding to the torsional vibration natural frequency;
the modeling module is used for establishing a torsional resonance part according to the torsional risk point and establishing a damping model aiming at a damping system according to the torsional resonance part and the transmission model, wherein the damping system comprises the transmission system and a torsional damper;
the second determining module is used for determining the damping effect of different parameter combinations on the transmission system according to the damping model;
and the configuration module is used for determining a target parameter combination from the parameter combinations according to the damping effect and configuring the torsion damper according to the target parameter combination.
Optionally, the first determining module is specifically configured to:
acquiring standard rotational inertia and standard torsional rigidity corresponding to each part of the transmission system;
and inputting the standard rotational inertia and the standard torsional rigidity into the transmission model, acquiring the inherent frequency of each order of torsional vibration determined by the transmission model based on a vibration equation, and determining the free mode of each order of torsional vibration of the transmission system according to the inherent frequency of the torsional vibration.
Optionally, the first determining module obtains a standard moment of inertia and a standard torsional rigidity corresponding to each component of the drive train by:
acquiring initial rotational inertia, initial torsional rigidity and speed ratio corresponding to each part of the transmission system;
and standardizing the initial moment of inertia and the initial torsional rigidity according to the speed ratio to obtain standard moment of inertia and standard torsional rigidity.
Optionally, the transmission model comprises a lumped mass model.
Optionally, the parameter combination includes a value combination corresponding to the frequency, the moment of inertia, and the loss factor of the torsional damper.
Optionally, the apparatus further comprises:
and the manufacturing module is used for manufacturing a sample piece of the torsion damper based on the target parameter combination, loading the sample piece and verifying the actual damping effect.
A third aspect of the present application provides a vehicle comprising an engine, drive wheels, a driveline having a longitudinal drive shaft or a wheel-side drive shaft, and a torsional damper;
the power train for transmitting power between the engine and the drive wheels;
the torsional damper is configured to reduce the torsional amplitude of the trailing axle or the wheel-side driveshaft in the drive train after configuration by the parameter configuration method according to the first aspect of the present application.
According to the technical scheme, the embodiment of the application has the following advantages:
the embodiment of the application provides a parameter configuration method, which comprises the steps of firstly obtaining a transmission model corresponding to a transmission system, determining the free mode of each order of torsional vibration of the transmission system according to the transmission model, wherein the free mode of torsional vibration at least comprises the natural frequency of torsional vibration, and then the torsional vibration risk point of the transmission system at the common rotating speed is predicted based on the mode shape corresponding to the natural frequency of torsional vibration, establishing a torsional resonance location according to the torsional risk point, establishing a damping model for a damping system according to the torsional resonance location and the transmission model, the damping system comprising the transmission system and a torsional damper, the damping effect of different parameter combinations on the drive train can be determined on the basis of the damping model, so that, a target parameter combination may be determined from the parameter combinations based on the damping effect, the torsional damper being configured according to the target parameter combination.
The method predicts the potential torsional resonance frequency and the position of the transmission system at the early stage of a project, designs a proper TVD parameter to attenuate the torsional vibration amplitude of a longitudinally-arranged transmission shaft or a wheel-side driving shaft of the transmission system aiming at the torsional resonance, improves the NVH performance of the whole vehicle, and avoids starting the TVD debugging at the later stage of the project, thereby shortening the development period of the transmission system and improving the development efficiency.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without inventive exercise.
FIG. 1 is a flowchart of a parameter configuration method according to an embodiment of the present application;
FIG. 2 is a schematic diagram of a lumped mass model corresponding to a drive train with a longitudinally disposed drive shaft according to an embodiment of the present application;
FIG. 3 is a schematic diagram of a lumped mass model corresponding to a wheel-side drive train without a longitudinal drive shaft according to an embodiment of the present application;
FIG. 4 is a schematic diagram of a simplified TVD torsional damping model in an embodiment of the present application;
FIG. 5 is a schematic view of the mode shape in the embodiment of the present application;
FIG. 6 is a schematic diagram illustrating the amplitude amplification variation at different frequencies according to an embodiment of the present disclosure;
FIG. 7 is a schematic diagram of an actual damping effect in the embodiment of the present application;
fig. 8 is a schematic structural diagram of a parameter configuration apparatus in an embodiment of the present application.
Detailed Description
In order to make the technical solutions of the present application better understood, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. 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 application.
The terms "first," "second," "third," "fourth," and the like in the description and in the claims of the present application and in the drawings described above, if any, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the application described herein are, for example, capable of operation in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Aiming at the problems that the longitudinal transmission shaft and the wheel-side driving shaft of an AWD vehicle with the longitudinal transmission shaft or a two-wheel drive vehicle with the wheel-side driving shaft often have torsional resonance and influence the NVH performance of the vehicle, the application provides a parameter configuration method.
It is understood that the parameter configuration method provided in the present application may be applied to a processing device, which may be any device with data processing capability, and as an example, it may be a terminal, and the terminal includes, but is not limited to, a desktop, a notebook computer, and the like.
The parameter configuration method can be stored in the processing device in the form of a computer program, and the processing device executes the computer program to realize the parameter configuration method, so that the NVH performance of the whole vehicle is improved through proper TVD parameters.
Next, each step of the parameter configuration method provided by the embodiment of the present application will be described in detail with reference to the accompanying drawings.
Referring to the flowchart of the parameter configuration method shown in fig. 1, the method includes:
s101: and acquiring a transmission model corresponding to the transmission system.
The transmission model corresponding to the transmission system refers to a simulation model established for the vibration system. In the present embodiment, the transmission model may be a Computer Aided Engineering (CAE) model, a free vibration model, or a lumped mass model, wherein the lumped mass model may also be referred to as a simplified model, a lumped mass simplified model, or the like in the present embodiment. In consideration of computational efficiency, in practical application, a lumped mass model can be adopted as a corresponding transmission model of the transmission system.
The centralized quality model can be established in the following way: and acquiring the structural characteristics of the transmission system, and establishing a centralized quality model according to the structural characteristics of the transmission system. For ease of understanding, this application provides a schematic of a lumped mass model.
Fig. 2 is a schematic diagram of a concentrated mass model corresponding to a Drive train with a longitudinally-arranged propeller shaft, as shown in fig. 2, a vehicle with a longitudinally-arranged propeller shaft is simplified into an engine (J1-J7), a clutch-to-final Drive (J8-J10), a left front half shaft and wheel (J11), a middle shaft (J12), a right front half shaft and wheel (J13), a Power Takeoff (PTU) (J14-J15), a propeller shaft (J16-J17), a Rear Drive Module (RDM) (J18-J19), a left Rear half shaft and wheel (J20), and a right Rear half shaft and wheel (J21).
The engine comprises a crankshaft, a crank shaft, an engine crank 1, a crank 2, a crank 3, a crank 4, a crankshaft tail end and a first-stage flywheel, wherein J1-J7 respectively represent belt pulley inertia, crankshaft front-section inertia, the engine crank 1, the crank 2, the crank 3 and the crank 4, J8 respectively represent clutches correspondingly, J9 corresponds to a gearbox input shaft, J10 corresponds to a gearbox output shaft and a main speed reducer, J14 and J15 respectively represent a PTU transmission shaft front section and a rear section, J16 and J17 correspond to a transmission shaft front section and a transmission shaft rear section, and J18 and J19 correspond to an RDM.
Fig. 3 is a schematic diagram of a concentrated mass model corresponding to a wheel-side power train without a longitudinally-arranged transmission shaft, which is simplified into an engine (J1 to J7), a clutch-to-main reducer (J8 to J10), a left front half shaft and wheel (J11), a middle shaft (J12), a right front half shaft and wheel (J13) as shown in fig. 3.
S102: and determining the free mode of each order of torsional vibration of the transmission system according to the transmission model.
The torsional vibration free mode includes at least a torsional vibration natural frequency. In specific implementation, the standard rotational inertia and the standard torsional rigidity corresponding to each component of the drive train may be obtained first, then the standard rotational inertia and the standard torsional rigidity are input into the drive model, the natural frequency of each order of torsional vibration determined by the drive model based on a vibration equation is obtained, and the free mode of each order of torsional vibration of the drive train is determined according to the natural frequency of the torsional vibration.
Fig. 4 shows a simplified TVD torsional vibration damping model, where Js represents the moment of inertia of the drive train, Ks represents the torsional stiffness of the drive train, Jd represents the moment of inertia of the TVD, Kd represents the torsional stiffness of the TVD, and C represents the TVD rubber damping, and the vibration equation can be specifically shown in the following formula:
wherein [ J ]]Representing the equivalent moment of inertia matrix of J1-J21, [ K ]]Characterizing the equivalent torsional stiffness matrix between the parts J1 through J21, [ theta ] theta]A torsion angular displacement column vector is characterized,
and characterizing a torsional angular acceleration column vector, wherein the equivalent moment of inertia is standard moment of inertia, and the matrix of the equivalent torsional rigidity is standard torsional rigidity.
When solving the equation of equation (1), the form of X can be solved
Substituting the above formula (1) results in the following formula:
([K]-ω2[J]){A}＝{0} (3)
only when | [ K ]]-ω2[J]When | ═ 0, equation (3) has a non-zero solution θiSolving the equation corresponding to the formula (3) to obtain n eigenvalues, and squaring the eigenvalues to obtain n omegai(i ═ 1,2, …, n), i.e., the torsional natural frequency. Each omega obtained by solvingiSubstituting equation (3) can obtain a corresponding non-zero vector { A }, i.e. the mode shape corresponding to the frequency.
In the above embodiment, the standard rotational inertia and the standard torsional rigidity are obtained by normalizing the rotational inertia and the torsional rigidity of each component of the transmission system, and specifically, the initial rotational inertia, the initial torsional rigidity and the speed ratio corresponding to each component of the transmission system are obtained, where the speed ratio includes each gear speed ratio of the transmission, a PTU speed ratio and an RDM speed ratio, that is, a gear ratio, and the standard rotational inertia and the standard torsional rigidity are obtained by normalizing the initial rotational inertia and the initial torsional rigidity according to the speed ratio. In practical application, the components of the transmission system can be standardized by taking the rotational inertia and the torsional rigidity of the engine as standards.
S103: and predicting a torsional vibration risk point of the transmission system at a common rotating speed based on the vibration mode corresponding to the torsional vibration natural frequency.
The common rotation speed includes a rotation speed from an idle rotation speed of the engine to a maximum rotation speed, and as one example, the common rotation speed may be 700 revolutions per minute (rpm) to 5000 rpm. By checking the mode shape corresponding to the torsional vibration natural frequency, the torsional vibration risk point of the transmission system at the common rotating speed can be predicted.
Specifically, the rotating speed of 700rpm to 5000rpm corresponds to the second-order excitation frequency of 23.33Hz to 166.67Hz of the engine, and the vibration frequency and the vibration mode of each order in the range are observed, if the vibration peak value of a certain part is obviously high, the part is a torsional resonance risk point. Referring to the mode shape diagram shown in fig. 5, which is a mode shape diagram corresponding to the second-order excitation frequency of the engine being 75Hz, in the example shown in fig. 5, the relative vibration amplitude between the parts J18 to J19 is significantly higher, and the torsional vibration amplitude of the rear axle input shaft and the main reducer thereof is the largest, i.e. resonance occurs, which is the torsional resonance risk point.
S104: and establishing a torsional resonance part according to the torsional risk point, and establishing a damping model aiming at a damping system according to the torsional resonance part and the transmission model.
The damping system comprises the transmission system and the torsional damper, and the damping model is established in a manner similar to that of the transmission model, which is not described in detail herein.
S105: and determining the damping effect of different parameter combinations on the transmission system according to the damping model.
The parameter combination may include a value combination corresponding to the frequency, the moment of inertia, and the loss factor of the PVD. In practical application, a plurality of parameter combinations can be selected preliminarily, and the damping effect of the parameter combinations on the transmission system is determined by adopting a damping model.
It should be noted that, regarding the above parameters, the rubber damping factor is generally about 0.2, and the impact on the damping effect is relatively small by changing the rubber damping factor, so that in practical application, the frequency and the moment of inertia can be preferentially changed. According to the experience TVD frequency, about 85% of system resonance frequency (namely 75Hz), namely 64Hz, and 10% -40% of rotary inertia of the primarily selected resonance part of the rotary inertia can be selected, and after the primarily selected parameters are input, the TVD parameters are adjusted according to the vibration reduction effect waveform.
Fig. 6 shows a diagram of the amplitude amplification variation at different frequencies, and curves 61, 62, 63 show the variation of the amplitude amplification factor at 50, 55, 60Hz, respectively, in which the amplitude amplification factor is compressed to within an acceptable range.
S106: and determining a target parameter combination from the parameter combinations according to the damping effect, and configuring the torsional damper according to the target parameter combination.
The parameter combination with better effect is screened out as the target parameter combination based on the damping effect of the multiple parameter combinations, and the TVD is configured according to the parameter combination, so that the NVH performance can be improved.
In some possible implementation manners, a sample of the torsional damper may be manufactured based on the target parameter combination, and the sample is loaded to verify an actual damping effect. Fig. 7 shows a schematic diagram of an actual damping effect under a full-throttle acceleration (100% WOT) condition, where curves 71, 72, 73, and 74 respectively represent rear-row vibration noise Base RR OA when TVD is not installed, rear-row vibration noise TVD RR OA when TVD is installed, rear-row second-Order noise Base RR 2Order when TVD is not installed, and rear-row second-Order noise TVD RR 2Order when TVD is installed. At 2000 to 3000rpm, the post-row second order noise is significantly lower with TVD installed than without.
From the above, an embodiment of the present application provides a parameter configuration method, which includes obtaining a transmission model corresponding to a transmission system, determining a free mode of torsional vibration of each order of the transmission system according to the transmission model, where the free mode of torsional vibration at least includes a natural frequency of torsional vibration, predicting a torsional vibration risk point of the transmission system at a common rotation speed based on a mode shape corresponding to the natural frequency of torsional vibration, establishing a torsional resonance portion according to the torsional vibration risk point, establishing a damping model for a damping system according to the torsional resonance portion and the transmission model, where the damping system includes the transmission system and a torsional damper, and determining a damping effect of different parameter combinations on the transmission system according to the damping model, so that a target parameter combination can be determined from the parameter combinations according to the damping effect, configuring the torsional damper according to the target parameter combination.
The method predicts the potential torsional resonance frequency and the position of the transmission system at the early stage of a project, designs a proper TVD parameter to attenuate the torsional vibration amplitude of a longitudinally-arranged transmission shaft or a wheel-side driving shaft of the transmission system aiming at the torsional resonance, improves the NVH performance of the whole vehicle, and avoids starting the TVD debugging at the later stage of the project, thereby shortening the development period of the transmission system and improving the development efficiency.
Based on a specific implementation manner of the parameter configuration method provided by the embodiment of the present application, the embodiment of the present application further provides a corresponding apparatus, and the apparatus provided by the embodiment of the present application will be introduced from the perspective of functional modularization.
Referring to the schematic structural diagram of the parameter configuration apparatus shown in fig. 8, the apparatus 800 includes:
an obtaining module 810, configured to obtain a transmission model corresponding to a transmission system;
a first determining module 820, configured to determine, according to the transmission model, a free mode of torsional vibration of each order of the transmission system, where the free mode of torsional vibration at least includes a natural frequency of torsional vibration;
the prediction module 830 is configured to predict a torsional vibration risk point of the transmission system at a common rotation speed based on a mode shape corresponding to the torsional vibration natural frequency;
a modeling module 840, configured to establish a torsional resonance location according to the torsional risk point, and establish a damping model for a damping system according to the torsional resonance location and the transmission model, where the damping system includes the transmission system and a torsional damper;
a second determining module 850, configured to determine a damping effect of different parameter combinations on the power train according to the damping model;
a configuration module 860 for determining a target parameter combination from the parameter combinations according to the damping effect, and configuring the torsional damper according to the target parameter combination.
Optionally, the first determining module 820 is specifically configured to:
acquiring standard rotational inertia and standard torsional rigidity corresponding to each part of the transmission system;
and inputting the standard rotational inertia and the standard torsional rigidity into the transmission model, acquiring the inherent frequency of each order of torsional vibration determined by the transmission model based on a vibration equation, and determining the free mode of each order of torsional vibration of the transmission system according to the inherent frequency of the torsional vibration.
Optionally, the first determining module 820 obtains the standard moment of inertia and the standard torsional rigidity corresponding to each component of the drive train by:
acquiring initial rotational inertia, initial torsional rigidity and speed ratio corresponding to each part of the transmission system;
and standardizing the initial moment of inertia and the initial torsional rigidity according to the speed ratio to obtain standard moment of inertia and standard torsional rigidity.
Optionally, the transmission model comprises a lumped mass model.
Optionally, the parameter combination includes a value combination corresponding to the frequency, the moment of inertia, and the loss factor of the torsional damper.
Optionally, the apparatus 800 further includes:
and the manufacturing module is used for manufacturing a sample piece of the torsion damper based on the target parameter combination, loading the sample piece and verifying the actual damping effect.
Embodiments of the present application also provide a vehicle comprising an engine, a drive wheel, a drivetrain, and a torsional damper, the drivetrain having a longitudinally disposed driveshaft or a wheel-side driveshaft;
the power train for transmitting power between the engine and the drive wheels;
the torsional damper is used for reducing the torsional amplitude of the longitudinal drive shaft or the wheel-side drive shaft in the drive train after being configured by the parameter configuration method provided by the embodiment of the application.
It is clear to those skilled in the art that, for convenience and brevity of description, the specific working processes of the above-described systems, apparatuses and units may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
In the several embodiments provided in the present application, it should be understood that the disclosed apparatus and method may be implemented in other ways. For example, the above-described apparatus embodiments are merely illustrative, and for example, the division of the units is only one logical division, and other divisions may be realized in practice, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
It should be understood that in the present application, "at least one" means one or more, "a plurality" means two or more. "and/or" for describing an association relationship of associated objects, indicating that there may be three relationships, e.g., "a and/or B" may indicate: only A, only B and both A and B are present, wherein A and B may be singular or plural. The character "/" generally indicates that the former and latter associated objects are in an "or" relationship. "at least one of the following" or similar expressions refer to any combination of these items, including any combination of single item(s) or plural items. For example, at least one (one) of a, b, or c, may represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", wherein a, b, c may be single or plural.
The above embodiments are only used for illustrating the technical solutions of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions in the embodiments of the present application.
Claims (10)
1. A method of parameter configuration, the method comprising:
acquiring a transmission model corresponding to a transmission system;
determining each order of torsional vibration free mode of the transmission system according to the transmission model, wherein the torsional vibration free mode at least comprises a torsional vibration natural frequency;
predicting a torsional vibration risk point of the transmission system at a common rotating speed based on a vibration mode corresponding to the torsional vibration natural frequency;
establishing a torsional resonance part according to the torsional risk point, and establishing a damping model aiming at a damping system according to the torsional resonance part and the transmission model, wherein the damping system comprises the transmission system and a torsional damper;
determining the damping effect of different parameter combinations on the transmission system according to the damping model;
and determining a target parameter combination from the parameter combinations according to the damping effect, and configuring the torsional damper according to the target parameter combination.
2. The method of claim 1, wherein the determining the drive train order torsional vibration free modes from the drive model comprises:
acquiring standard rotational inertia and standard torsional rigidity corresponding to each part of the transmission system;
and inputting the standard rotational inertia and the standard torsional rigidity into the transmission model, acquiring the inherent frequency of each order of torsional vibration determined by the transmission model based on a vibration equation, and determining the free mode of each order of torsional vibration of the transmission system according to the inherent frequency of the torsional vibration.
3. The method of claim 2, wherein obtaining the standard moment of inertia and the standard torsional stiffness for each component of the drivetrain comprises:
acquiring initial rotational inertia, initial torsional rigidity and speed ratio corresponding to each part of the transmission system;
and standardizing the initial moment of inertia and the initial torsional rigidity according to the speed ratio to obtain standard moment of inertia and standard torsional rigidity.
4. A method according to any one of claims 1 to 3, wherein the transmission model comprises a lumped mass model.
5. A method according to any one of claims 1 to 3, wherein the parameter combinations include corresponding combinations of values for the frequency, the moment of inertia and the dissipation factor of the torsional vibration damper.
6. The method according to any one of claims 1 to 3, further comprising:
and manufacturing a sample piece of the torsional damper based on the target parameter combination, loading the sample piece, and verifying the actual damping effect.
7. An apparatus for parameter configuration, the apparatus comprising:
the acquisition module is used for acquiring a transmission model corresponding to the transmission system;
the first determining module is used for determining each order of torsional vibration free mode of the transmission system according to the transmission model, wherein the torsional vibration free mode at least comprises a torsional vibration natural frequency;
the prediction module is used for predicting a torsional vibration risk point of the transmission system at a common rotating speed based on a vibration mode corresponding to the torsional vibration natural frequency;
the modeling module is used for establishing a torsional resonance part according to the torsional risk point and establishing a damping model aiming at a damping system according to the torsional resonance part and the transmission model, wherein the damping system comprises the transmission system and a torsional damper;
the second determining module is used for determining the damping effect of different parameter combinations on the transmission system according to the damping model;
and the configuration module is used for determining a target parameter combination from the parameter combinations according to the damping effect and configuring the torsion damper according to the target parameter combination.
8. The apparatus of claim 7, wherein the first determining module is specifically configured to:
acquiring standard rotational inertia and standard torsional rigidity corresponding to each part of the transmission system;
and inputting the standard rotational inertia and the standard torsional rigidity into the transmission model, acquiring the inherent frequency of each order of torsional vibration determined by the transmission model based on a vibration equation, and determining the free mode of each order of torsional vibration of the transmission system according to the inherent frequency of the torsional vibration.
9. The apparatus of claim 8, wherein the first determining module obtains the standard moment of inertia and the standard torsional stiffness corresponding to each component of the drive train by:
acquiring initial rotational inertia, initial torsional rigidity and speed ratio corresponding to each part of the transmission system;
and standardizing the initial moment of inertia and the initial torsional rigidity according to the speed ratio to obtain standard moment of inertia and standard torsional rigidity.
10. A vehicle comprising an engine, drive wheels, a drive train and a torsional damper, the drive train having a longitudinal drive shaft or a wheel-side drive shaft;
the power train for transmitting power between the engine and the drive wheels;
the torsional damper for reducing the torsional amplitude of the trailing axle shaft or the wheel-side driveshaft in the drive train after being configured by the parameter configuration method according to any one of claims 1 to 6.
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| CN201910905837.3A CN112560216A (en) | 2019-09-24 | 2019-09-24 | Parameter configuration method and device and vehicle |
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| WO2023124045A1 (en) * | 2021-12-29 | 2023-07-06 | 潍柴动力股份有限公司 | Vibration damping method, apparatus and device for engine crankshaft, and medium and program product |
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| WO2023124045A1 (en) * | 2021-12-29 | 2023-07-06 | 潍柴动力股份有限公司 | Vibration damping method, apparatus and device for engine crankshaft, and medium and program product |
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