CN114297799A - Method, device, apparatus, medium and program product for damping vibration of engine crankshaft - Google Patents
Method, device, apparatus, medium and program product for damping vibration of engine crankshaft Download PDFInfo
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- CN114297799A CN114297799A CN202111646254.7A CN202111646254A CN114297799A CN 114297799 A CN114297799 A CN 114297799A CN 202111646254 A CN202111646254 A CN 202111646254A CN 114297799 A CN114297799 A CN 114297799A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/10—Geometric CAD
- G06F30/17—Mechanical parametric or variational design
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/20—Design optimisation, verification or simulation
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J3/00—Circuit arrangements for ac mains or ac distribution networks
- H02J3/24—Arrangements for preventing or reducing oscillations of power in networks
Abstract
The embodiment of the application provides a vibration reduction method, a device, equipment, a medium and a program product of an engine crankshaft, wherein the method comprises the following steps: acquiring a torsional vibration characteristic curve of a crankshaft of the engine, wherein the torsional vibration characteristic curve is used for describing a corresponding relation between torsional vibration amplitudes of the free end of the crankshaft under a plurality of preset harmonics and the rotating speed of the engine; acquiring a target torsional vibration amplitude of the crankshaft at a preset working rotating speed of the engine based on a torsional vibration characteristic curve, wherein the target torsional vibration amplitude is the maximum value of torsional vibration amplitudes corresponding to the preset working rotating speeds at multiple preset harmonics in the torsional vibration characteristic curve; according to the target torsional vibration amplitude and the position of the preset working rotating speed in the torsional vibration characteristic curve, a vibration reduction strategy of a crankshaft of the engine is determined, crankshaft inertia blocks are increased or decreased based on the vibration reduction strategy, vibration reduction of the crankshaft is performed based on the inertia blocks through analysis of the torsional vibration characteristic curve, vibration reduction cost is reduced, the service life of the inertia blocks is long, and vibration reduction stability is improved.
Description
Technical Field
The present application relates to the field of engine technology, and more particularly, to a method, apparatus, device, medium, and program product for damping vibration of an engine crankshaft.
Background
When the engine crankshaft rotates at a high speed, the crankshaft system generates different rotating speed fluctuations in different sizes and directions, so that the parts of the crankshaft system mutually vibrate in a torsional mode to generate torsional vibration. Torsional vibration of a crankshaft system can not only generate large noise, but also affect various performances of the engine, such as stable operation of the engine, reduction of the service life of the engine and the like.
In order to reduce torsional vibration of the crankshaft system, a damping damper, such as a rubber damper, a silicone oil damper, a leaf spring damper, etc., is usually disposed on the crankshaft, and the vibration energy of the crankshaft system is absorbed by solid friction damping or liquid viscous damping to reduce the torsional vibration.
However, the cost of the damping shock absorber is high, and the damping shock absorber has a problem of short service life due to deterioration of the medium.
Disclosure of Invention
The embodiment of the application provides a vibration reduction method, a device, equipment, a medium and a program product of an engine crankshaft, wherein the solid inertia block is adopted to replace a damping vibration absorber to carry out crankshaft vibration reduction, so that torsional vibration of the crankshaft is effectively reduced, and the solid inertia block is low in cost and long in service life.
In a first aspect, an embodiment of the present application provides a method for damping vibration of an engine crankshaft, the method including:
acquiring a torsional vibration characteristic curve of a crankshaft of an engine, wherein the torsional vibration characteristic curve is used for describing a corresponding relation between torsional vibration amplitude of a free end of the crankshaft and rotating speed of the engine under a plurality of preset harmonics; acquiring a target torsional vibration amplitude of the crankshaft at a preset working rotating speed of the engine based on the torsional vibration characteristic curve, wherein the target torsional vibration amplitude is the maximum value of the torsional vibration amplitude corresponding to the preset working rotating speed at a plurality of preset harmonics in the torsional vibration characteristic curve; and determining a vibration reduction strategy of a crankshaft of the engine according to the target torsional vibration amplitude and the position of the preset working rotating speed in the torsional vibration characteristic curve, so as to adjust an inertia block of the crankshaft based on the vibration reduction strategy.
Optionally, determining a damping strategy of a crankshaft of the engine according to the target torsional vibration amplitude and the position of the preset operating speed in the torsional vibration characteristic curve, including:
and when the target torsional vibration amplitude is larger than a preset value, determining a vibration reduction strategy of the crankshaft of the engine according to the position of the preset working rotating speed in the torsional vibration characteristic curve.
Optionally, determining a damping strategy of a crankshaft of the engine according to a position of the preset operating speed in the torsional vibration characteristic curve, including:
determining a vibration reduction strategy of a crankshaft of the engine according to the difference value between the preset working rotating speed and the target rotating speed and the harmonic corresponding to the target rotating speed; and the target rotating speed is the rotating speed with the minimum difference value with the preset working rotating speed in the rotating speeds corresponding to the wave crests of all harmonics in the torsional vibration characteristic curve.
Optionally, determining a damping strategy of the crankshaft of the engine according to the difference between the preset operating speed and the target speed and the harmonic corresponding to the target speed, including:
if the target rotating speed is the first rotating speed and the preset working rotating speed is greater than the first rotating speed, determining the number of inertia blocks required to be added by the crankshaft according to the difference value between the preset working rotating speed and the target rotating speed and the harmonic corresponding to the target rotating speed; determining a vibration reduction strategy of a crankshaft of the engine according to the number of inertia blocks required to be added to the crankshaft; the first rotating speed is the maximum value of the rotating speeds corresponding to the wave crests of the preset harmonics in the torsional vibration characteristic curve.
Optionally, determining a damping strategy of the crankshaft of the engine according to the difference between the preset operating speed and the target speed and the harmonic corresponding to the target speed, including:
if the preset working rotating speed is less than the average value of the first rotating speed and the second rotating speed, determining the parameters of the inertia blocks required to be reduced by the crankshaft according to the first number, the difference value between the preset working rotating speed and the first rotating speed and the harmonic corresponding to the curve where the first rotating speed is located; determining a damping strategy for a crankshaft of the engine based on the number of inertia blocks required to be reduced by the crankshaft; the second rotating speed is the second largest value of the rotating speeds corresponding to the wave crests of the harmonics in the torsional vibration characteristic curve, and the first number is the number of the inertia blocks arranged on the crankshaft.
Optionally, when the target torsional vibration amplitude is less than or equal to a preset value, the method further includes:
and generating qualified torsional vibration detection information of the crankshaft of the engine.
Optionally, obtaining a torsional vibration characteristic curve of a crankshaft of the engine includes:
acquiring a torsional vibration parametric equivalent model of a crankshaft of the engine; calculating torsional vibration amplitudes of the crankshaft at different rotating speeds based on the equivalent model to obtain a first corresponding relation between the torsional vibration amplitudes of the crankshaft and the rotating speed of the engine in a time domain; and obtaining the torsional vibration characteristic curve of the crankshaft according to the result of Fourier transform of the first corresponding relation.
In a second aspect, embodiments of the present application further provide a vibration damping device for an engine crankshaft, the device including:
the torsional vibration characteristic acquisition module is used for acquiring a torsional vibration characteristic curve of a crankshaft of the engine, wherein the torsional vibration characteristic curve is used for describing a corresponding relation between torsional vibration amplitude of a free end of the crankshaft and rotating speed of the engine under a plurality of preset harmonics; the target torsional vibration obtaining module is used for obtaining a target torsional vibration amplitude of the crankshaft at a preset working rotating speed of the engine based on the torsional vibration characteristic curve; and the vibration damping strategy determination module is used for determining a vibration damping strategy of a crankshaft of the engine according to the target torsional vibration amplitude and the position of the preset working rotating speed in the torsional vibration characteristic curve so as to adjust an inertia block of the crankshaft based on the vibration damping strategy.
Optionally, the damping strategy determining module is specifically configured to:
and when the target torsional vibration amplitude is larger than a preset value, determining a vibration reduction strategy of the crankshaft of the engine according to the position of the preset working rotating speed in the torsional vibration characteristic curve.
Optionally, the damping strategy determining module is specifically configured to:
when the target torsional vibration amplitude is larger than a preset value, determining a vibration damping strategy of a crankshaft of the engine according to a difference value between the preset working rotating speed and the target rotating speed and a harmonic corresponding to the target rotating speed; and the target rotating speed is the rotating speed with the minimum difference value with the preset working rotating speed in the rotating speeds corresponding to the wave crests of all harmonics in the torsional vibration characteristic curve.
Optionally, the damping strategy determining module includes:
the increased block number determining unit is used for determining the number of inertia blocks required to be increased by the crankshaft according to the difference value between the preset working rotating speed and the target rotating speed and the harmonic corresponding to the target rotating speed if the target rotating speed is the first rotating speed and the preset working rotating speed is greater than the first rotating speed when the target torsional vibration amplitude is greater than the preset value; a first damping strategy determination unit, which is used for determining the damping strategy of the crankshaft of the engine according to the number of inertia blocks required to be added to the crankshaft; the first rotating speed is the maximum value of the rotating speeds corresponding to the wave crests of the preset harmonics in the torsional vibration characteristic curve.
Optionally, the damping strategy determining module further includes:
a reduced block number determining unit, configured to determine, when the target torsional vibration amplitude is greater than a preset value, a parameter of an inertia block that needs to be reduced by the crankshaft according to the first number, a difference between the preset operating rotational speed and the first rotational speed, and a harmonic corresponding to a curve where the first rotational speed is located if the preset operating rotational speed is less than an average value of the first rotational speed and the second rotational speed; a second damping strategy determination unit for determining a damping strategy for a crankshaft of the engine based on the number of inertia blocks required to be reduced by the crankshaft; the second rotating speed is the second largest value of the rotating speeds corresponding to the wave crests of the harmonics in the torsional vibration characteristic curve, and the first number is the number of the inertia blocks arranged on the crankshaft.
Optionally, the apparatus further comprises:
and the qualified information generation module is used for generating qualified torsional vibration detection information of the crankshaft of the engine when the target torsional vibration amplitude is smaller than or equal to a preset value.
Optionally, the torsional vibration characteristic obtaining module is specifically configured to:
acquiring a torsional vibration parametric equivalent model of a crankshaft of the engine; calculating torsional vibration amplitudes of the crankshaft at different rotating speeds based on the equivalent model to obtain a first corresponding relation between the torsional vibration amplitudes of the crankshaft and the rotating speed of the engine in a time domain; and obtaining the torsional vibration characteristic curve of the crankshaft according to the result of Fourier transform of the first corresponding relation.
In a third aspect, an embodiment of the present application further provides a vibration damping apparatus for an engine crankshaft, including: a memory and at least one processor; the memory stores computer-executable instructions; the at least one processor executes the computer-executable instructions stored by the memory to cause the at least one processor to perform a method of damping a crankshaft of an engine as provided in any embodiment corresponding to the first aspect of the present application.
In a fourth aspect, the present application further provides a computer-readable storage medium, where a computer executes instructions, and when a processor executes the computer to execute the instructions, the method for damping a crankshaft of an engine, as provided in any embodiment corresponding to the first aspect of the present application, is implemented.
In a fifth aspect, the present application further provides a computer program product, which includes computer programs/instructions, when executed by a processor, for implementing the method for damping vibration of an engine crankshaft as provided in any corresponding embodiment of the first aspect of the present application.
According to the vibration reduction method, the device, the equipment, the medium and the program product of the engine crankshaft, aiming at the engine crankshaft without the vibration reducer, based on the torsional vibration characteristic curve of the crankshaft, the maximum value of the torsional vibration amplitude of the crankshaft corresponding to each harmonic of the crankshaft at the preset working rotating speed of the engine, namely the target torsional vibration amplitude, and based on the comparison result of the target torsional vibration amplitude and the rotating speed corresponding to the wave crest of the preset working rotating speed in the torsional vibration characteristic curve and the wave crest of each harmonic of the torsional vibration characteristic curve, a vibration reduction strategy is customized for the crankshaft, so that the vibration reduction of the crankshaft is carried out based on an inertia block, the cost of the vibration reduction of the crankshaft is reduced, the service life of the inertia block of the whole structure is long, and the stability of the vibration reduction is improved.
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 some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to these drawings without inventive exercise. The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and together with the description, serve to explain the principles of the application.
FIG. 1 is a diagram illustrating an application scenario of a method for damping a crankshaft of an engine according to an embodiment of the present disclosure;
FIG. 2 is a flow chart of a method of damping vibration of an engine crankshaft provided in an embodiment of the present application;
FIG. 3 is a waveform illustrating a torsional vibration characteristic of a crankshaft according to the embodiment of FIG. 2;
FIG. 4 is a flow chart of a method of damping vibration of an engine crankshaft according to another embodiment of the present application;
FIG. 5 illustrates a vibration damping apparatus for an engine crankshaft according to an embodiment of the present application;
FIG. 6 is a schematic structural diagram of a vibration damping device for an engine crankshaft according to an embodiment of the present application.
With the above figures, there are shown specific embodiments of the present application, which will be described in more detail below. These drawings and written description are not intended to limit the scope of the inventive concepts in any manner, but rather to illustrate the inventive concepts to those skilled in the art by reference to specific embodiments.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, 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 some embodiments of the present application, but not all 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 above-described drawings (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.
The following describes the technical solutions of the present application and how to solve the above technical problems with specific embodiments. The following several specific embodiments may be combined with each other, and details of the same or similar concepts or processes may not be repeated in some embodiments. Embodiments of the present application will be described below with reference to the accompanying drawings.
The following explains an application scenario of the embodiment of the present application:
fig. 1 is an application scenario diagram of a vibration reduction method for an engine crankshaft according to an embodiment of the present disclosure, as shown in fig. 1, during operation of the engine, a piston is pushed to make a reciprocating linear motion through explosion of mixed compressed air, a force is transmitted to a crankshaft 110 through a connecting rod, the crankshaft 110 converts the linear motion into a rotational motion, and the rotational motion of the crankshaft 110 is a power source of the engine and drives other components on the engine to operate through a torque output by the crankshaft 110. The torsional vibration of the crankshaft 110 occurs due to the stress of the crankshaft 110 including a centrifugal force of a rotating mass, a periodically varying gas force, a reciprocating inertia force, and the like.
In order to reduce the amplitude of torsional vibration of the crankshaft 110, a damper 120, such as a rubber damper, a silicone oil damper, a leaf spring damper, etc., is generally installed at the front end or the free end of the crankshaft 110, and the amplitude of torsional vibration of the crankshaft 110 of the engine is reduced by the damping action of the damper 120 itself.
Since the damping vibration absorber 120 mainly depends on the friction damping of the medium filled in the gap to absorb the vibration energy, there is a defect that the life of the damping vibration absorber 120 is short due to the deterioration of the medium, and the cost of the damping vibration absorber 120 is high, which results in high vibration reduction cost and poor stability of the crankshaft 110.
In order to solve the above problems, an embodiment of the present application provides a vibration damping method for an engine crankshaft, where, for an engine under a working condition with a fixed rotation speed, by analyzing characteristics of harmonic torsional vibration of the engine crankshaft, a natural vibration frequency of the crankshaft is adjusted by an inertia block, so as to keep the natural vibration frequency away from a working rotation speed of the engine, thereby reducing amplitude of torsional vibration of the crankshaft or a crankshaft system at the working rotation speed, reducing vibration damping cost, and improving stability of vibration damping.
Fig. 2 is a flowchart of a method for damping vibration of an engine crankshaft according to an embodiment of the present application, where the method is applied to an engine under a constant speed condition, that is, the engine is normally operated at one or more preset operating speeds, as shown in fig. 2, and the method for damping vibration of an engine crankshaft to be monitored specifically includes the following steps:
in step S201, a torsional vibration characteristic curve of a crankshaft of the engine is acquired.
The torsional vibration characteristic curve is used for describing the corresponding relation between the torsional vibration amplitude of the free end of the crankshaft at a plurality of preset harmonics and the rotating speed of the engine. The preset harmonics may be respective harmonics of order 12 or less.
In some embodiments, the preset harmonics may be a plurality of harmonics between 4 and 12.
Illustratively, the preset harmonics may include 4 th, 4.5 th, 5.0 th, 5.5 th, 6.5 th, 8 th, etc. harmonics.
Specifically, the torsional vibration amplitude of the free end or the front end of the crankshaft at each rotating speed of the engine can be detected through the simulation platform, frequency domain analysis is performed on the torsional vibration amplitude at each rotating speed, a relation curve between the torsional vibration amplitude of the free end of the crankshaft at a plurality of preset harmonics and the rotating speed of the engine is obtained, and the torsional vibration characteristic curve is obtained.
Specifically, the torsional vibration equivalent system corresponding to the crankshaft system of the engine may be predetermined, and the torsional vibration amplitude of the torsional vibration equivalent system at each preset resonance may be calculated based on the holtz table method to obtain the torsional vibration characteristic curve. The crankshaft system comprises a crankshaft, a flywheel and an inertia block arranged at the front end of the crankshaft.
Specifically, after the torsional vibration characteristic curve of the crankshaft of the engine is obtained, the rotating speed of the crankshaft or the crankshaft system at the peak at each preset harmonic can be output.
And step S202, acquiring a target torsional vibration amplitude of the crankshaft at a preset working rotating speed of the engine based on the torsional vibration characteristic curve.
The target torsional vibration amplitude is the maximum value of the torsional vibration amplitude corresponding to the preset working rotating speed under a plurality of preset harmonics in the torsional vibration characteristic curve. The target torsional vibration amplitude is the maximum amplitude in the torsional vibration characteristic curve at the preset working rotating speed.
The preset working speed is the rated working speed of the engine, and one engine can correspond to one or more preset working speeds, such as 1500r/min, 1600r/min, 3000r/min and the like.
Fig. 3 is a waveform diagram of a torsional vibration characteristic curve of a crankshaft according to the embodiment shown in fig. 2, in fig. 3, an abscissa represents a rotation speed in r/min, an ordinate represents a torsional vibration amplitude in cm, the torsional vibration characteristic curve includes harmonic curves of torsional vibration amplitude and rotation speed at three harmonics of 4.0 order, 5.5 order and 6.5 order, and a specific waveform diagram is shown in fig. 3, taking a preset operating rotation speed of 1200r/min as an example, from the waveform diagram shown in fig. 3, it can be determined that at the rotation speed of 1200r/min, a maximum value of the torsional vibration amplitude of the crankshaft, that is, a target torsional vibration amplitude is 0.12cm, and a preset harmonic corresponding to the target torsional vibration amplitude is 4.0 order.
Step S203, determining a vibration reduction strategy of a crankshaft of the engine according to the target torsional vibration amplitude and the position of the preset working rotating speed in the torsional vibration characteristic curve, so as to adjust an inertia block of the crankshaft based on the vibration reduction strategy.
The position of the preset operating speed in the torsional vibration characteristic curve can be described by adopting the position relationship between the intersection point of the preset operating speed and each preset harmonic curve in the torsional vibration characteristic curve and the peak of each preset harmonic curve.
Wherein the inertia block is used to increase or decrease the inertia of the crankshaft. The inertia mass may be an inertia ring, may include inertia rings of various sizes, or the inertia mass may be a pulley with a belt groove. The shape of the inertia block can be regular circle or irregular shape, and the shape, the material, the size, the installation position and other parameters of the inertia block are not limited.
Specifically, the inertia blocks mounted on the crankshaft can be changed, increased or decreased through a vibration reduction strategy, so that the natural vibration frequency of a crankshaft system of the engine is increased or decreased, and the amplitude of torsional vibration of the crankshaft system at the preset working speed is reduced.
In some embodiments, the damping strategy may include the number of inertia blocks that need to be increased or decreased. Or the model of each inertia block to be installed on the crankshaft can be determined according to the size of the inertia block.
In the embodiment shown in fig. 3, the preset operating speed 1500r/min of the engine is greater than the rotating speed corresponding to the wave peak of each preset harmonic curve, that is, the position of the preset operating speed in the torsional vibration characteristic curve is that the preset operating speed is located on the right side of all the wave peaks of the torsional vibration curve.
Specifically, the vibration damping strategy of the crankshaft of the engine can be determined according to the value range of the target torsional vibration amplitude and the position of the preset working rotating speed in the torsional vibration characteristic curve.
In some embodiments, the flywheel of the engine may be adjusted according to a damping strategy to replace the flywheel with larger or smaller inertia, so as to adjust the natural vibration frequency of the crankshaft system of the engine to reduce the torsional vibration amplitude at the preset operating speed.
Optionally, determining a damping strategy of a crankshaft of the engine according to the target torsional vibration amplitude and the position of the preset operating speed in the torsional vibration characteristic curve, including:
and when the target torsional vibration amplitude is larger than a preset value, determining a vibration reduction strategy of the crankshaft of the engine according to the position of the preset working rotating speed in the torsional vibration characteristic curve.
Where it is preset to a smaller amplitude, such as 0.1cm, 0.2cm or other value, which may be default.
In some embodiments, the preset value corresponding to the engine may be determined according to the model of the engine or the application scenario of the engine.
Specifically, the preset value corresponding to the engine may be determined based on a second correspondence relationship established in advance and the model of the engine or the application scenario of the engine. The second corresponding relation is used for describing preset values corresponding to engines running in various application scenes or engines of various models.
Specifically, after the target torsional vibration amplitude is obtained, it may be determined whether the target torsional vibration amplitude exceeds or is greater than the preset value, and if the target torsional vibration amplitude is greater than the preset value, the vibration damping strategy of the crankshaft of the engine is determined according to the position of the preset operating speed in the torsional vibration characteristic curve.
Specifically, the vibration damping strategy of the crankshaft of the engine may be determined according to a difference between a preset operating rotation speed and a rotation speed corresponding to each peak in the torsional vibration characteristic curve.
Specifically, when the preset working rotation speed is greater than the maximum rotation speed in the rotation speeds corresponding to the wave crests in the torsional vibration characteristic curve, the vibration damping strategy may be determined as a first vibration damping strategy, so as to increase the inertia mass at the front end of the crankshaft based on the first vibration damping strategy.
Specifically, when the preset operating speed is located between two peaks of the torsional vibration characteristic curve, the damping strategy may be determined as a second damping strategy, so as to reduce the inertia block at the front end of the crankshaft based on the second damping strategy.
For example, the first damping strategy may be: an inertia block is added to the crankshaft system. The second damping strategy may be: one inertia block of the crankshaft system is reduced.
Specifically, after the vibration damping strategy is executed once, the steps S201 to S203 are repeatedly executed until the target torsional vibration amplitude is less than or equal to the preset value, or the number of inertia blocks of the crankshaft system is reduced to zero.
The method for damping the engine crankshaft provided by the embodiment of the application aims at the engine crankshaft without the damper, and obtains the maximum value of the torsional vibration amplitude of the crankshaft corresponding to each harmonic of the crankshaft at the preset working rotating speed of the engine, namely the target torsional vibration amplitude based on the torsional vibration characteristic curve of the crankshaft, and customizes a damping strategy for the crankshaft based on the comparison result of the target torsional vibration amplitude and the rotating speed of the preset working rotating speed in the torsional vibration characteristic curve corresponding to the wave crest at each harmonic of the torsional vibration characteristic curve, so that the vibration of the crankshaft is damped based on the inertia block, the cost of the crankshaft damping inertia is reduced, the service life of the integral structure block is longer, and the stability of the vibration damping is improved.
Fig. 4 is a flowchart of a method for damping vibration of an engine crankshaft according to another embodiment of the present application, and as shown in fig. 4, this embodiment further details step S201 and step S203 on the basis of the embodiment shown in fig. 2. The vibration reduction method for the engine crankshaft provided by the embodiment can comprise the following steps:
and S401, acquiring a torsional vibration parametric equivalent model of the crankshaft of the engine.
Specifically, a torsional vibration parametric equivalent model of a crankshaft system of the engine can be established based on the exact Designer.
Specifically, engine dynamics parameters including the number of cylinders, the number of strokes, the length of the connecting rod, the mass of the piston assembly, etc. of the engine, and a three-dimensional model of the crankshaft system including three-dimensional models of the crankshaft and the flywheel may be obtained. And further establishing a torsional vibration parametric equivalent model of the crankshaft of the engine in an exact Designer platform based on the dynamic parameters of the engine and the three-dimensional model of the crankshaft system. The present application does not limit the specific manner of establishing the torsional vibration parametric equivalent model of the crankshaft of the engine.
Step S402, based on the equivalent model, calculating torsional vibration amplitudes of the crankshaft at different rotating speeds to obtain a first corresponding relation between the torsional vibration amplitudes of the crankshaft and the rotating speed of the engine in a time domain.
Specifically, based on the equivalent model, the torsional vibration of the crankshaft system under the action of different rotating speeds can be calculated on the basis of the equivalent model, and a variation curve of the torsional vibration amplitude of the crankshaft along with the rotating speed of the engine, namely the first corresponding relation is obtained.
Step S403, obtaining the torsional vibration characteristic curve of the crankshaft according to the result of the fourier transform of the first correspondence relationship.
Performing Fourier Transform (FFT) on the first corresponding relationship to obtain a Transform result, and obtaining a waveform of the torsional vibration amplitude and the rotation speed at each preset harmonic based on the Transform result, that is, the torsional vibration characteristic curve.
And S404, acquiring a target torsional vibration amplitude of the crankshaft at a preset working rotating speed of the engine based on the torsional vibration characteristic curve.
And S405, when the target torsional vibration amplitude is larger than a preset value, determining a vibration damping strategy of a crankshaft of the engine according to the difference value between the preset working rotating speed and the target rotating speed and the harmonic corresponding to the target rotating speed.
The target rotating speed is the rotating speed with the minimum difference value with the preset working rotating speed in the rotating speeds corresponding to the wave crests of the harmonics in the torsional vibration characteristic curve.
Specifically, if the difference between the preset operating rotation speed and the target rotation speed is greater than 0, and the harmonic corresponding to the target rotation speed is the minimum harmonic in each preset harmonic, the damping strategy of the crankshaft of the engine is determined to be the strategy for increasing the inertia block or the first damping strategy.
Specifically, if the difference between the preset operating rotation speed and the target rotation speed is less than 0, and the harmonic corresponding to the target rotation speed is the minimum harmonic in each preset harmonic, the damping strategy of the crankshaft of the engine is determined to be the strategy for reducing the inertia block or the second damping strategy.
Further, a corresponding relationship between the difference between the preset operating rotational speed and the target rotational speed, a harmonic corresponding to the target rotational speed, and the damping strategy, such as a third corresponding relationship, may be pre-established, and the damping strategy for the crankshaft of the engine may be determined based on the third corresponding relationship, the difference between the preset operating rotational speed and the target rotational speed, and the harmonic corresponding to the target rotational speed.
Optionally, determining a damping strategy of the crankshaft of the engine according to the difference between the preset operating speed and the target speed and the harmonic corresponding to the target speed, including:
if the target rotating speed is the first rotating speed and the preset working rotating speed is greater than the first rotating speed, determining the number of inertia blocks required to be added by the crankshaft according to the difference value between the preset working rotating speed and the target rotating speed and the harmonic corresponding to the target rotating speed; determining a damping strategy for a crankshaft of the engine based on the number of inertia blocks required to be added to the crankshaft.
The first rotating speed is the maximum value of the rotating speeds corresponding to the wave crests of the preset harmonics in the torsional vibration characteristic curve.
In some embodiments, the first rotation speed is a rotation speed corresponding to a peak of the minimum preset harmonic in the torsional vibration characteristic curve.
Specifically, when the target rotation speed is the first rotation speed, and the preset working rotation speed is greater than the first rotation speed, that is, the difference between the preset working rotation speed and the first rotation speed is greater than 0, the number of the inertia blocks required to be added to the crankshaft can be determined according to the value range of the difference between the preset working rotation speed and the target rotation speed and the harmonic corresponding to the target rotation speed, so as to reduce the natural vibration frequency of the crankshaft system, so that the wave peak of the torsional vibration characteristic curve of the crankshaft system after vibration reduction is translated leftward and is far away from the preset working rotation speed of the engine, and thus the amplitude of torsional vibration at the preset working rotation speed is reduced.
Further, if the target rotation speed is the first rotation speed and the preset working rotation speed is less than the first rotation speed, it may be determined whether a difference between the preset working rotation speed and the first rotation speed is greater than or equal to a first threshold, and if so, it is determined that the damping strategy of the crankshaft is the third damping strategy, so as to add a second number of inertia blocks to the crankshaft, where the second number is at least 2.
Illustratively, the first threshold may be 50r/min, 80r/min, or other values.
Further, if the target rotation speed is the first rotation speed, the preset working rotation speed is less than the first rotation speed, and the difference between the preset working rotation speed and the first rotation speed is less than the first threshold, it is determined that the damping strategy of the crankshaft is the fourth damping strategy, so as to reduce the inertia blocks of the crankshaft by a third number, wherein the third number is at least 1.
Further, if the target rotational speed is not the first rotational speed, the damping strategy of the crankshaft may be determined to be the second damping strategy described above.
Optionally, determining a damping strategy of the crankshaft of the engine according to the difference between the preset operating speed and the target speed and the harmonic corresponding to the target speed, including:
if the preset working rotating speed is less than the average value of the first rotating speed and the second rotating speed, determining the number of inertia blocks required to be reduced by the crankshaft according to a first number, the difference value between the preset working rotating speed and the first rotating speed and the harmonic corresponding to the curve where the first rotating speed is located; determining a damping strategy for a crankshaft of the engine based on the number of inertia blocks required to be reduced by the crankshaft; the second rotating speed is the second largest value of the rotating speeds corresponding to the wave crests of the harmonics in the torsional vibration characteristic curve, and the first number is the number of the inertia blocks arranged on the crankshaft.
Specifically, if the preset working rotation speed is less than the average value of the first rotation speed and the second rotation speed, that is, the target rotation speed of the preset working rotation speed is the second rotation speed, and the preset working rotation speed is greater than the second rotation speed, the number of inertia blocks required to be reduced by the crankshaft can be determined according to the value range of the difference value between the preset working rotation speed and the target rotation speed and the harmonic corresponding to the target rotation speed, so that the self-oscillation frequency of the crankshaft system is improved, the wave crest of the torsional oscillation characteristic curve of the damped crankshaft system is translated to the right, and the wave crest is close to the preset working rotation speed of the engine, so that the amplitude of torsional oscillation at the preset working rotation speed is reduced.
Furthermore, the number of inertia blocks corresponding to the next damping strategy can be adjusted according to the variation of the target torsional vibration amplitude before and after the damping strategy is implemented, so that the torsional vibration of the crankshaft system can be quickly reduced to a preset value.
And step S406, when the target torsional vibration amplitude is smaller than or equal to a preset value, generating torsional vibration detection qualified information of a crankshaft of the engine.
Specifically, when the acquired target torsional vibration amplitude is smaller than or equal to a preset value, it is indicated that the torsional vibration of the crankshaft system of the engine at present is at a low level, and the use requirement is met, and qualified detection information is generated so as to put the crankshaft system qualified in use.
In this embodiment, for an engine crankshaft without a damper, a torsional vibration characteristic curve of a crankshaft system of the engine is obtained through an equivalent model, a maximum value of a torsional vibration amplitude of the crankshaft corresponding to each harmonic of the crankshaft at a preset operating speed of the engine, that is, a target torsional vibration amplitude is obtained, based on a comparison result between the target torsional vibration amplitude and a rotating speed corresponding to a peak of the preset operating speed in the torsional vibration characteristic curve at each harmonic of the torsional vibration characteristic curve, a damping strategy is customized for the crankshaft, damping of the crankshaft is achieved through dynamic adjustment of an inertia block, the cost of damping of the crankshaft is reduced, the service life of an inertia block of an overall structure is long, and damping stability is improved.
Fig. 5 is a vibration damping device for an engine crankshaft according to an embodiment of the present application, and as shown in fig. 5, the vibration damping device for an engine crankshaft includes: a torsional vibration characteristics acquisition module 510, a target torsional vibration acquisition module 520, and a damping strategy determination module 530.
The torsional vibration characteristic obtaining module 510 is configured to obtain a torsional vibration characteristic curve of a crankshaft of an engine, where the torsional vibration characteristic curve is used to describe a correspondence relationship between a torsional vibration amplitude of a free end of the crankshaft and a rotation speed of the engine at a plurality of preset harmonics; a target torsional vibration obtaining module 520, configured to obtain a target torsional vibration amplitude of the crankshaft at a preset operating rotation speed of the engine based on the torsional vibration characteristic curve; a damping strategy determining module 530, configured to determine a damping strategy of a crankshaft of the engine according to the target torsional vibration amplitude and a position of the preset operating rotation speed in the torsional vibration characteristic curve, so as to adjust an inertia block of the crankshaft based on the damping strategy.
Optionally, the damping strategy determining module 530 is specifically configured to:
and when the target torsional vibration amplitude is larger than a preset value, determining a vibration reduction strategy of the crankshaft of the engine according to the position of the preset working rotating speed in the torsional vibration characteristic curve.
Optionally, the damping strategy determining module 530 is specifically configured to:
when the target torsional vibration amplitude is larger than a preset value, determining a vibration damping strategy of a crankshaft of the engine according to a difference value between the preset working rotating speed and the target rotating speed and a harmonic corresponding to the target rotating speed; and the target rotating speed is the rotating speed with the minimum difference value with the preset working rotating speed in the rotating speeds corresponding to the wave crests of all harmonics in the torsional vibration characteristic curve.
Optionally, the damping strategy determining module 530 includes:
the increased block number determining unit is used for determining the number of inertia blocks required to be increased by the crankshaft according to the difference value between the preset working rotating speed and the target rotating speed and the harmonic corresponding to the target rotating speed if the target rotating speed is the first rotating speed and the preset working rotating speed is greater than the first rotating speed when the target torsional vibration amplitude is greater than the preset value; a first damping strategy determination unit, which is used for determining the damping strategy of the crankshaft of the engine according to the number of inertia blocks required to be added to the crankshaft; the first rotating speed is the maximum value of the rotating speeds corresponding to the wave crests of the preset harmonics in the torsional vibration characteristic curve.
Optionally, the damping strategy determining module 530 further includes:
a reduced block number determining unit, configured to determine, when the target torsional vibration amplitude is greater than a preset value, a parameter of an inertia block that needs to be reduced by the crankshaft according to the first number, a difference between the preset operating rotational speed and the first rotational speed, and a harmonic corresponding to a curve where the first rotational speed is located if the preset operating rotational speed is less than an average value of the first rotational speed and the second rotational speed; a second damping strategy determination unit for determining a damping strategy for a crankshaft of the engine based on the number of inertia blocks required to be reduced by the crankshaft; the second rotating speed is the second largest value of the rotating speeds corresponding to the wave crests of the harmonics in the torsional vibration characteristic curve, and the first number is the number of the inertia blocks arranged on the crankshaft.
Optionally, the apparatus further comprises:
and the qualified information generation module is used for generating qualified torsional vibration detection information of the crankshaft of the engine when the target torsional vibration amplitude is smaller than or equal to a preset value.
Optionally, the torsional vibration characteristic obtaining module 510 is specifically configured to:
acquiring a torsional vibration parametric equivalent model of a crankshaft of the engine; calculating torsional vibration amplitudes of the crankshaft at different rotating speeds based on the equivalent model to obtain a first corresponding relation between the torsional vibration amplitudes of the crankshaft and the rotating speed of the engine in a time domain; and obtaining the torsional vibration characteristic curve of the crankshaft according to the result of Fourier transform of the first corresponding relation.
The vibration damping device of the engine crankshaft provided by the embodiment of the application can execute the vibration damping method of the engine crankshaft provided by any embodiment of the disclosure, and has corresponding functional modules and beneficial effects of the execution method.
Fig. 6 is a schematic structural diagram of a vibration damping device for an engine crankshaft according to an embodiment of the present application, and as shown in fig. 6, the electronic device includes: a memory 610 and at least one processor 620.
Wherein the memory 610 stores computer-executable instructions, and the at least one processor 620 executes the computer-executable instructions stored by the memory 610, such that the at least one processor 620 executes to implement the method for damping vibration of an engine crankshaft provided by any of the embodiments shown in fig. 2 and 4 of the present application.
Wherein the memory 610 and the processor 620 are connected by a bus 630.
The related description may be understood by referring to the related description and effects corresponding to the steps of the embodiments in fig. 2 and fig. 4, and redundant description is not repeated here.
One embodiment of the present application provides a computer readable storage medium having a computer program stored thereon, the computer program being executed by a processor to implement a method of damping vibration of an engine crankshaft provided in the embodiments corresponding to fig. 2 and 4 of the present application.
The computer readable storage medium may be, among others, ROM, Random Access Memory (RAM), CD-ROM, magnetic tape, floppy disk, optical data storage device, and the like.
The present application also provides a program product comprising executable instructions stored in a readable storage medium. The at least one processor of the apparatus for damping the engine crankshaft may read the executable instructions from the readable storage medium, and the execution of the executable instructions by the at least one processor causes the apparatus for damping the engine crankshaft to implement the method for damping the engine crankshaft provided by the various embodiments described above.
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, a division of modules is merely a division of logical functions, and an actual implementation may have another division, for example, a plurality of modules 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 modules, and may be in an electrical, mechanical or other form.
Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of the invention following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the invention pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the application being indicated by the following claims.
It will be understood that the present application is not limited to the precise arrangements described above and shown in the drawings and that various modifications and changes may be made without departing from the scope thereof. The scope of the application is limited only by the appended claims.
Claims (11)
1. A method of damping vibration of an engine crankshaft, the method comprising:
acquiring a torsional vibration characteristic curve of a crankshaft of an engine, wherein the torsional vibration characteristic curve is used for describing a corresponding relation between torsional vibration amplitude of a free end of the crankshaft and rotating speed of the engine under a plurality of preset harmonics;
acquiring a target torsional vibration amplitude of the crankshaft at a preset working rotating speed of the engine based on the torsional vibration characteristic curve, wherein the target torsional vibration amplitude is the maximum value of the torsional vibration amplitude corresponding to the preset working rotating speed at a plurality of preset harmonics in the torsional vibration characteristic curve;
and determining a vibration reduction strategy of a crankshaft of the engine according to the target torsional vibration amplitude and the position of the preset working rotating speed in the torsional vibration characteristic curve, so as to adjust an inertia block of the crankshaft based on the vibration reduction strategy.
2. The method of claim 1, wherein determining a damping strategy for a crankshaft of the engine based on the target torsional vibration amplitude and the position of the preset operating speed in the torsional vibration characteristic curve comprises:
and when the target torsional vibration amplitude is larger than a preset value, determining a vibration reduction strategy of the crankshaft of the engine according to the position of the preset working rotating speed in the torsional vibration characteristic curve.
3. The method of claim 2, wherein determining a damping strategy for a crankshaft of the engine based on the position of the predetermined operating speed in the torsional vibration characteristic curve comprises:
determining a vibration reduction strategy of a crankshaft of the engine according to the difference value between the preset working rotating speed and the target rotating speed and the harmonic corresponding to the target rotating speed;
and the target rotating speed is the rotating speed with the minimum difference value with the preset working rotating speed in the rotating speeds corresponding to the wave crests of all harmonics in the torsional vibration characteristic curve.
4. The method of claim 3, wherein determining a damping strategy for a crankshaft of the engine based on a difference between the preset operating speed and a target speed and a harmonic corresponding to the target speed comprises:
if the target rotating speed is the first rotating speed and the preset working rotating speed is greater than the first rotating speed, determining the number of inertia blocks required to be added by the crankshaft according to the difference value between the preset working rotating speed and the target rotating speed and the harmonic corresponding to the target rotating speed;
determining a vibration reduction strategy of a crankshaft of the engine according to the number of inertia blocks required to be added to the crankshaft;
the first rotating speed is the maximum value of the rotating speeds corresponding to the wave crests of the preset harmonics in the torsional vibration characteristic curve.
5. The method of claim 3, wherein determining a damping strategy for a crankshaft of the engine based on a difference between the preset operating speed and a target speed and a harmonic corresponding to the target speed comprises:
if the preset working rotating speed is less than the average value of the first rotating speed and the second rotating speed, determining the number of inertia blocks required to be reduced by the crankshaft according to a first number, the difference value between the preset working rotating speed and the first rotating speed and the harmonic corresponding to the curve where the first rotating speed is located;
determining a damping strategy for a crankshaft of the engine based on the number of inertia blocks required to be reduced by the crankshaft;
the second rotating speed is the second largest value of the rotating speeds corresponding to the wave crests of the harmonics in the torsional vibration characteristic curve, and the first number is the number of the inertia blocks arranged on the crankshaft.
6. The method of any of claims 1-5, wherein when the target torsional vibration amplitude is less than or equal to a preset value, the method further comprises:
and generating qualified torsional vibration detection information of the crankshaft of the engine.
7. The method of any of claims 1-5, wherein obtaining a torsional vibration characteristic of a crankshaft of the engine comprises:
acquiring a torsional vibration parametric equivalent model of a crankshaft of the engine;
calculating torsional vibration amplitudes of the crankshaft at different rotating speeds based on the equivalent model to obtain a first corresponding relation between the torsional vibration amplitudes of the crankshaft and the rotating speed of the engine in a time domain;
and obtaining the torsional vibration characteristic curve of the crankshaft according to the result of Fourier transform of the first corresponding relation.
8. A vibration damping device for an engine crankshaft, said device comprising:
the torsional vibration characteristic acquisition module is used for acquiring a torsional vibration characteristic curve of a crankshaft of the engine, wherein the torsional vibration characteristic curve is used for describing a corresponding relation between torsional vibration amplitude of a free end of the crankshaft and rotating speed of the engine under a plurality of preset harmonics;
the target torsional vibration obtaining module is used for obtaining a target torsional vibration amplitude of the crankshaft at a preset working rotating speed of the engine based on the torsional vibration characteristic curve;
and the vibration damping strategy determination module is used for determining a vibration damping strategy of a crankshaft of the engine according to the target torsional vibration amplitude and the position of the preset working rotating speed in the torsional vibration characteristic curve so as to adjust an inertia block of the crankshaft based on the vibration damping strategy.
9. An apparatus for damping vibration of an engine crankshaft, comprising: a memory and at least one processor;
the memory stores computer-executable instructions;
the at least one processor executing the computer-executable instructions stored by the memory causes the at least one processor to perform the method of damping vibration of an engine crankshaft of any of claims 1-7.
10. A computer readable storage medium having computer executable instructions stored thereon which, when executed by a processor, implement a method of damping vibration of an engine crankshaft as claimed in any one of claims 1 to 7.
11. A computer program product comprising a computer program, characterized in that the computer program, when being executed by a processor, carries out a method for damping vibration of an engine crankshaft according to any one of claims 1-7.
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| CN202111646254.7A CN114297799A (en) | 2021-12-29 | 2021-12-29 | Method, device, apparatus, medium and program product for damping vibration of engine crankshaft |
| PCT/CN2022/108218 WO2023124045A1 (en) | 2021-12-29 | 2022-07-27 | Vibration damping method, apparatus and device for engine crankshaft, and medium and program product |
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| CN202111646254.7A CN114297799A (en) | 2021-12-29 | 2021-12-29 | Method, device, apparatus, medium and program product for damping vibration of engine crankshaft |
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| WO (1) | WO2023124045A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115235776A (en) * | 2022-06-30 | 2022-10-25 | 潍柴动力股份有限公司 | Method, device and system for monitoring torsional vibration of shafting of plate spring shock absorber |
| 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 |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
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| JP2009229445A (en) * | 2008-02-28 | 2009-10-08 | Mitsubishi Heavy Ind Ltd | Method of analyzing torsional vibration of power transmission system, analyzing device, analyzing program, and shafting device between engine and driven device |
| CN102434296B (en) * | 2011-12-20 | 2014-09-24 | 北京理工大学 | Method and device for actively inhibiting torsional vibration of engine crankshaft |
| CN112560216A (en) * | 2019-09-24 | 2021-03-26 | 上海汽车集团股份有限公司 | Parameter configuration method and device and vehicle |
| CN111753410B (en) * | 2020-06-11 | 2022-05-17 | 重庆长安汽车股份有限公司 | Parameter optimization method for engine torsional damper |
| CN113346516B (en) * | 2021-05-07 | 2023-01-20 | 广东电网有限责任公司 | Adaptive inertia virtual synchronous generator control method and device |
| CN114297799A (en) * | 2021-12-29 | 2022-04-08 | 潍柴动力股份有限公司 | Method, device, apparatus, medium and program product for damping vibration of engine crankshaft |
-
2021
- 2021-12-29 CN CN202111646254.7A patent/CN114297799A/en active Pending
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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 |
| CN115235776A (en) * | 2022-06-30 | 2022-10-25 | 潍柴动力股份有限公司 | Method, device and system for monitoring torsional vibration of shafting of plate spring shock absorber |
| CN115235776B (en) * | 2022-06-30 | 2023-08-18 | 潍柴动力股份有限公司 | Torsional vibration monitoring method, device and system for leaf spring damper shaft system |
| WO2024001209A1 (en) * | 2022-06-30 | 2024-01-04 | 潍柴动力股份有限公司 | Method, apparatus and system for monitoring torsional vibration of shaft system of leaf spring damper |
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