CN114813116B - Dynamic balance sensitivity test analysis method for passenger car transmission system - Google Patents
Dynamic balance sensitivity test analysis method for passenger car transmission system Download PDFInfo
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- CN114813116B CN114813116B CN202210362256.1A CN202210362256A CN114813116B CN 114813116 B CN114813116 B CN 114813116B CN 202210362256 A CN202210362256 A CN 202210362256A CN 114813116 B CN114813116 B CN 114813116B
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 115
- 238000012360 testing method Methods 0.000 title claims abstract description 60
- 230000035945 sensitivity Effects 0.000 title claims abstract description 41
- 238000004458 analytical method Methods 0.000 title claims abstract description 16
- 238000000034 method Methods 0.000 claims abstract description 11
- 238000012937 correction Methods 0.000 claims description 12
- 238000005259 measurement Methods 0.000 claims description 9
- 230000001133 acceleration Effects 0.000 claims description 8
- 238000010206 sensitivity analysis Methods 0.000 claims description 8
- 239000003638 chemical reducing agent Substances 0.000 claims description 6
- 210000000883 ear external Anatomy 0.000 claims description 6
- 238000004364 calculation method Methods 0.000 claims description 3
- 230000000087 stabilizing effect Effects 0.000 claims description 3
- 238000004519 manufacturing process Methods 0.000 claims description 2
- 238000011161 development Methods 0.000 abstract description 5
- 238000010586 diagram Methods 0.000 description 7
- 230000014759 maintenance of location Effects 0.000 description 3
- 238000011156 evaluation Methods 0.000 description 1
Classifications
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M13/00—Testing of machine parts
- G01M13/02—Gearings; Transmission mechanisms
- G01M13/028—Acoustic or vibration analysis
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
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- Acoustics & Sound (AREA)
- Measurement Of Mechanical Vibrations Or Ultrasonic Waves (AREA)
Abstract
The invention relates to a dynamic balance sensitivity test analysis method for a passenger car transmission system. In the development of automotive products, first order vibration noise complaints due to vehicle drive train imbalance are a class of vibration noise complaints that are relatively large among rear-drive and four-drive vehicle type users, and in order to solve this problem, in addition to controlling the amount of drive train single piece residual imbalance, sensitivity problems in the transfer path are also controlled, and the first key problem in controlling sensitivity is to identify sensitivity problems. The invention provides a method for testing dynamic balance sensitivity of a transmission system, which is characterized in that residual imbalance sensitivity of different positions in a vehicle to different balance surfaces of the transmission system is identified by identifying unbalance amount of the existing whole vehicle transmission system and clearing on-site dynamic balance amount, and then quantitatively increasing unbalance mass on different unbalance surfaces.
Description
Technical Field
The invention relates to the field of vehicle engineering, and provides a dynamic balance sensitivity test analysis method for a passenger car transmission system.
Background
With the rapid development of society, people have increasingly high requirements on NVH performance (vibration, noise and harshness) of automobiles. First order vibration noise complaints caused by passenger vehicle driveline imbalances are one type of vibration noise problem that is complaint relatively much by rear-drive and four-drive vehicle type users. While the manner of controlling unbalance mainly occurs in the early stages of the development process of the automobile, such as controlling the residual unbalance of a single piece in the transmission system, the residual unbalance of a single piece in the transmission system obviously increases the cost, and the same residual unbalance also causes different vibration noise levels of the whole automobile in different whole automobile products.
Disclosure of Invention
In order to solve the problem of sensitivity identification, the invention provides a test analysis method for dynamic balance sensitivity of a transmission system.
The test analysis method provided by the invention is characterized in that the residual unbalanced sensitivity of different positions in the vehicle to different balance surfaces of the transmission system is identified by identifying the unbalanced quantity of the existing whole vehicle transmission system and clearing the on-site dynamic balance quantity, and then by adding unbalanced mass to the different unbalanced surfaces, the test analysis method comprises eleven steps, and the method specifically comprises the following steps:
Step one: recording a transmission shaft rotating speed curve corresponding to the speed of the vehicle from 65 km/h and increasing to 160 km/h according to 15 km/h intervals;
Step two: setting a vibration measuring point, and collecting and recording vibration response of the vibration measuring point;
Step three: dynamic balance rotation speed selection of a transmission system;
step four: testing a 30-second stable rotating speed signal;
Step five: imbalance measurement of each test weight state;
Step six: estimating the residual dynamic unbalance of the transmission line, and estimating the residual unbalance amplitude and phase of each balance plane of the transmission shaft by adopting a multi-plane influence coefficient method;
Step seven: carrying out residual dynamic unbalance correction of the transmission system on each unbalance surface;
step eight: determining a dynamic balance weighting reference;
Step nine: testing the residual unbalance of each position of the transmission system;
Step ten: an additional unbalance mass test;
Step eleven: dynamic balance sensitivity analysis of the transmission system.
Further, the second specific embodiment of the step is as follows: slowly accelerate (acceleration time step 0.75 Km/h/s) from the vehicle speed of 65Km/h to 160Km/h, and collect vibration response data of the driver's seat, the driver's outer ear, the in-vehicle rear right outer ear, and the steering wheel. Checking to ensure that the vibration speed drive system first-order signal of the rear main speed reducer shell is not interfered by the tire order signal, checking to ensure that the vibration speed drive system first-order signal of the protruding position of the transmission shell is not interfered by the engine main and harmonic orders, and if the vibration speed drive system first-order signal is interfered by the engine main and harmonic orders, changing the transmission gear to repeatedly acquire until a proper gear is selected, and recording more than three groups of effective data.
Further, the third embodiment of the step is as follows: and (3) referring to the first-order vibration data of the transmission system in the step two, determining the rotating speed of a transmission shaft, wherein the speed of the transmission shaft is more than or equal to 130 km/h, and the first-order vibration signal of the transmission system has stable amplitude and phase, and recording the rotating speed of the transmission shaft.
Further, the fourth embodiment of the step is as follows: according to the rotation speed of the transmission shaft determined in the step three, a mode of rotating the hub with a vehicle is adopted, M gear is selected when the transmission is a manual gear, D gear is selected when the transmission is an automatic gear, the speed of the transmission shaft reaches the dynamic balance rotation speed of the transmission shaft, namely the speed of the transmission shaft is more than or equal to 130 km/h, the transmission shaft has stable amplitude and phase working conditions, and 30 seconds of data are collected under the condition that the rotation speed of the transmission shaft is unchanged.
Further, the fifth embodiment of the step is as follows: under the condition of stabilizing the vehicle speed in the step four, placing a weight testing device on a balance plane of a transmission shaft at the connection position of the transmission shaft and a rear main speed reducer, defining a 0-phase position, marking, and removing the weight testing after the test is finished; three balance surfaces of the transmission shaft are selected, the weight testing device is placed at different balance surface positions of the transmission shaft in sequence, the weight testing device is removed after each test is completed, and the weight testing device is placed at the next position.
Further, the seventh embodiment of the step is: and D, adding unbalance correction mass to each correction surface according to the amplitude and the phase of the residual unbalance of each balance plane of the transmission system estimated in the step six, and carrying out dynamic balance correction on each balance plane by repeatedly using a multi-plane influence coefficient method until each surface 0 of the transmission system is balanced.
Further, the eighth embodiment of the step is as follows: the maximum expected unbalanced mass of the transmission system is set, the unbalanced mass is simultaneously added at the position of each section of balance plane of the transmission shaft, the added unbalanced mass of each balance plane of the transmission shaft is 180 degrees out of phase, and the unbalanced mass is made to be as close to the balance plane of the transmission shaft as possible.
Further, the ninth embodiment of the step is: after the test weight is added, the vehicle is slowly accelerated from the speed of 65Km/h to the acceleration time step of 0.75Km/h/s to 160Km/h, and at least three groups of effective data are tested and obtained.
Further, the tenth embodiment of the step is as follows: in the case of the increased unbalance mass of the reserve step eight, adding at each location an additional unbalance mass for analysing the sensitivity of the drive train for a subsequent sensitivity analysis; and adding at one position at a time, removing the additional mass after the test is finished, and adding the additional mass at other positions to obtain at least three groups of curves with the additional dynamic unbalance mass.
Further, in the step eleven, the dynamic balance sensitivity analysis index of the transmission system is as follows:
noise sensitivity: dB (L)/(g cm)
Seat rail vibration sensitivity: (mm/s)/(g.cm)
Steering wheel vibration sensitivity: (mm/s)/(g.cm)
Floor vibration sensitivity: (mm/s)/(g.cm)
The sensitivity calculation formula is as follows:
S i,j the imbalance in plane j results in vibration response sensitivity at plane i
R ti (f) vibration noise response in the i plane after increasing mass based on j plane weighted reference test weight
R i (f) vibration noise response in the i plane after increasing the test weight in each balance plane of the weighting reference
IT j unbalance amount increased in j plane under each plane test weight retention state
The method is used for identifying the residual unbalance sensitivity of different balance surfaces of the transmission system, and providing data and technical support for further controlling the residual unbalance of the transmission system, so that the development of the whole vehicle body and the dynamic balance control of a single transmission system are relatively balanced, and the development cost of the vehicle is reduced.
Drawings
FIG. 1 is a schematic diagram of a steering wheel vibration measurement station;
FIG. 2 is a schematic view of a vibration measurement station for a driver seat rail;
FIG. 3 is a schematic diagram of microphone positions (four-drive/rear-drive arrangement RRO measurement points, front-drive arrangement FLO measurement points);
FIG. 4 is a schematic diagram of a microphone vibration measurement point arrangement (RRO as an example);
FIG. 5 is a schematic illustration of a drive shaft with test weights added;
fig. 6 is an unbalance amount adding position (180 ° out of phase);
FIG. 7 is an additional mass add position (rear final drive position);
Fig. 8 is an overall workflow diagram.
Detailed Description
For a better understanding of the present invention, the present invention will be described in further detail below with reference to the accompanying drawings. The invention relates to a technical means. Step one through step eleven and the workflow diagram in fig. 8 illustrate the procedure and sequence of the overall job.
Step one: the rotation speed of the drive shaft was recorded with the vehicle speed stabilized at 65 km/h, and then the vehicle speed was increased at 15 km/h intervals (80 km/h, 95 km/h.) until 160 km/h or the maximum vehicle speed. And describing a curve of the vehicle speed corresponding to the rotation speed of the transmission shaft, wherein the abscissa is the rotation speed of the transmission shaft, and the ordinate is the vehicle speed.
Step two: the speed of the vehicle is slowly accelerated (acceleration time step is 0.75 Km/h/s) to 160Km/h, a group of data (key positions such as driver seat, driver outer ear (FLO), rear right outer ear (RRO) in the vehicle, steering wheel and the like) are collected under acceleration working conditions, and the first-order signal of the vibration speed transmission system of the rear main speed reducer shell is checked and ensured not to be interfered by the signal of the order of the tire. The check ensures that the transmission housing protruding position vibration speed driveline first order signal is not disturbed by engine main and harmonic orders. If the transmission gear is disturbed, the transmission gear is changed to repeatedly acquire until a proper gear is selected, and more than three groups of effective data are recorded.
Steering wheel vibration measurement point: steering wheel 12 point position, see fig. 1.
Driver seat rail vibration measurement point: the front outer side of the driver seat guide rail and the rear inner side of the driver seat guide rail are shown in the figure 2.
Microphone vibration measuring point: the position schematic diagram of the microphone is shown in fig. 3, and the arrangement schematic diagram of the vibration measuring points of the microphone is shown in fig. 4.
Step three: and (3) referring to the first-order vibration data of the transmission system in the step two, determining the rotating speed (the speed of the transmission shaft is more than or equal to 130 km/h, and the first-order vibration signal of the transmission system has stable amplitude and phase), and recording the rotating speed (unit revolution/minute) of the transmission shaft.
Step four: according to the determined speed and the rotation speed of the transmission shaft in the step three, adopting a hub transmission belt mode, wherein the transmission is in M gear (manual gear transmission) or D gear (automatic gear transmission), the speed reaches the dynamic balance rotation speed of the transmission shaft (the speed is more than or equal to 130 km/h and the working condition of stable amplitude and phase is provided), and under the condition that the rotation speed of the transmission shaft is unchanged, 30 seconds of data are acquired.
Step five: and in the fourth step, under the condition of stabilizing the vehicle speed, placing a certain weight on a balance plane of the transmission shaft at the connection position of the transmission shaft and the rear main speed reducer, defining a 0-phase position and marking. After the test is completed, the test weight is removed. And sequentially resetting the test bed at different balance surface positions of the transmission shaft, removing the test bed every time the test bed is completed, setting the test bed position with reference to fig. 5, and placing the test bed at the dynamic balance position of the transmission shaft as much as possible.
Step six: the residual dynamic unbalance of the transmission line is estimated, and the residual unbalance amplitude and phase of each balance plane of the transmission shaft are estimated by adopting a multi-plane influence coefficient method.
Step seven: and (3) carrying out dynamic unbalance correction on each unbalance surface by using a transmission line residual dynamic unbalance, adding unbalance correction mass on each correction surface according to the amplitude and the phase of the residual unbalance of each balance surface of the transmission line estimated in the step (six), and carrying out dynamic balance correction on each balance surface by repeatedly using a multi-plane influence coefficient method until an objective test result and a subjective evaluation result are acceptable (the speed is slowly accelerated from 65Km/h, and the acceleration time step is 0.75Km/h/s to 160 Km/h).
Step eight: dynamic balance weight reference determination, setting the maximum expected unbalance of the transmission system (all balance planes are added simultaneously), adding the unbalance mass to the position of each section of transmission shaft balance plane, wherein the added unbalance of each balance plane of the transmission shaft is 180 degrees out of phase, and referring to fig. 6, the test weight is as close to the transmission shaft manufacturing balance plane as possible.
Step nine: and (3) according to the proposal of the step (eight) and the obtained residual dynamic unbalance of each position of the transmission system, slowly accelerating from the speed of 65Km/h, and testing at least three groups of effective data from the acceleration time step of 0.75Km/h/s to 160 Km/h.
Step ten: the additional dynamic imbalance mass used to test the driveline sensitivity is added at various locations with the test weight retention increased in step eight for subsequent sensitivity analysis. Trial weight placement position referring to fig. 7, after each trial was completed, the additional mass was removed and the trial was performed by adding the additional mass at the other positions, respectively.
Step eleven: the dynamic balance sensitivity analysis of the transmission system comprises the following analysis indexes:
noise sensitivity: dB (L)/(g.cm);
Vibration sensitivity (seat rail): (mm/s)/(g.cm);
Vibration sensitivity (steering wheel): (mm/s)/(g.cm);
vibration sensitivity (floor): (mm/s)/(g.cm);
the dynamic balance sensitivity calculation formula of the transmission system is as follows:
The imbalance in plane S i,j: j results in vibration response sensitivity at plane i;
R ti (f) vibration noise response in the i plane (under each plane weight retention state) after increasing the mass based on the j plane weight reference weight;
r i (f) vibration noise response in the i plane after increasing the test weight in each balance plane of the weighting reference;
IT j an amount of unbalance added in the j plane (in each plane trial-weight-reserved state).
Claims (6)
1. A dynamic balance sensitivity test analysis method for a passenger car transmission system is characterized by comprising the following steps of: the test analysis method identifies residual unbalanced sensitivities of different positions in the vehicle to different balance surfaces of the transmission system by identifying unbalanced quantity of the existing whole vehicle transmission system and clearing on-site dynamic balance quantity, and then adding unbalanced mass to different unbalanced surfaces, and the test analysis method specifically comprises the following steps:
Step one: recording a transmission shaft rotating speed curve corresponding to the speed of the vehicle from 65 km/h and increasing to 160 km/h according to 15 km/h intervals;
Step two: setting a vibration measuring point, and collecting and recording vibration response of the vibration measuring point;
Step three: dynamic balance rotation speed selection of a transmission system;
step four: testing a 30-second stable rotating speed signal;
Step five: imbalance measurement of each test weight state;
the fifth specific implementation mode of the step is as follows: under the condition of stabilizing the vehicle speed in the step four, placing a weight testing device on a balance plane of a transmission shaft at the connection position of the transmission shaft and a rear main speed reducer, defining a 0-phase position, marking, and removing the weight testing after the test is finished; selecting three balance surfaces of a transmission shaft, sequentially placing a weight testing device at different balance surface positions of the transmission shaft, removing the weight after each test is finished, and then placing the weight testing device at the next position;
Step six: estimating the residual dynamic unbalance of the transmission line, and estimating the residual unbalance amplitude and phase of each balance plane of the transmission shaft by adopting a multi-plane influence coefficient method;
Step seven: carrying out residual dynamic unbalance correction of the transmission system on each unbalance surface;
step eight: determining a dynamic balance weighting reference;
the eighth specific implementation mode of the step is as follows: setting the maximum expected unbalanced mass of the transmission system, simultaneously attaching the unbalanced mass to the position of each section of transmission shaft balancing plane, wherein the added unbalanced mass of each balancing plane of the transmission shaft is 180-degree opposite phase, and the test weight is as close to the transmission shaft manufacturing balancing plane as possible;
Step nine: testing the residual unbalance of each position of the transmission system;
Step ten: an additional unbalance mass test;
The tenth specific implementation mode of the step is as follows: in the case of the increased unbalance mass of the reserve step eight, adding at each location an additional unbalance mass for analysing the sensitivity of the drive train for a subsequent sensitivity analysis; adding the additional mass at one position at each time, removing the additional mass after the test is finished, and adding the additional mass at other positions to obtain more than three groups of curves with additional dynamic unbalanced mass;
Step eleven: dynamic balance sensitivity analysis of a transmission system;
in the eleventh step, the dynamic balance sensitivity analysis index of the transmission system comprises:
noise sensitivity: dB (L)/(g.cm);
Seat rail vibration sensitivity: (mm/s)/(g.cm);
steering wheel vibration sensitivity: (mm/s)/(g.cm);
Floor vibration sensitivity: (mm/s)/(g.cm);
the sensitivity calculation formula is as follows:
The imbalance in plane S i,j: j results in vibration response sensitivity at plane i;
R ti (f) vibration noise response in the i plane after increasing the mass based on the j plane weighted reference test weight;
r i (f) vibration noise response in the i plane after increasing the test weight in each balance plane of the weighting reference;
IT j the amount of unbalance added in the j plane in each plane weight reserved state.
2. The passenger car driveline dynamic balance sensitivity test analysis method of claim 1, wherein: the second specific implementation mode of the step is as follows: slowly accelerating from the speed of 65Km/h to 160Km/h, wherein the acceleration time step is 0.75Km/h/s, and collecting vibration response data of a driver seat, a driver outer ear, a rear right outer ear in the vehicle and a steering wheel; checking to ensure that the vibration speed drive system first-order signal of the rear main speed reducer shell is not interfered by the tire order signal, and checking to ensure that the vibration speed drive system first-order signal of the protruding position of the transmission shell is not interfered by the main harmonic order of the engine; if the gear is disturbed, changing the gear of the transmission to repeatedly acquire until a proper gear is selected; more than three sets of valid data are recorded.
3. The passenger car driveline dynamic balance sensitivity test analysis method of claim 1, wherein: the third specific implementation mode of the step is as follows: determining the rotating speed of a transmission shaft according to the first-order vibration data of the transmission system in the second step; the speed of the vehicle at the rotating speed is more than or equal to 130 km/h, and the first-order vibration signal of the transmission system has stable amplitude and phase; and recording the rotating speed of the transmission shaft.
4. The passenger car driveline dynamic balance sensitivity test analysis method of claim 1, wherein: the fourth specific implementation mode of the step is as follows: according to the rotation speed of the transmission shaft determined in the step three, a mode of rotating the hub with a vehicle is adopted, M gear is selected when the transmission is a manual gear, D gear is selected when the transmission is an automatic gear, the speed of the transmission shaft reaches the dynamic balance rotation speed of the transmission shaft, namely the speed of the transmission shaft is more than or equal to 130 km/h, the transmission shaft has stable amplitude and phase working conditions, and 30 seconds of data are collected under the condition that the rotation speed of the transmission shaft is unchanged.
5. The passenger car driveline dynamic balance sensitivity test analysis method of claim 1, wherein: the seventh specific implementation mode of the step is as follows: and D, adding unbalance correction mass to each correction surface according to the amplitude and the phase of the residual unbalance of each balance plane of the transmission system estimated in the step six, and carrying out dynamic balance correction on each balance plane by repeatedly using a multi-plane influence coefficient method until each surface 0 of the transmission system is balanced.
6. The passenger car driveline dynamic balance sensitivity test analysis method of claim 5, wherein: the ninth embodiment of the step is as follows: after adding the unbalanced mass, the vehicle is slowly accelerated from the speed of 65Km/h to the acceleration time step of 0.75Km/h/s to 160Km/h, and more than three groups of effective data are tested and obtained.
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