CN114925455A - Flutter natural frequency calculation method of automobile transmission system - Google Patents
Flutter natural frequency calculation method of automobile transmission system Download PDFInfo
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Abstract
The embodiment of the invention provides a method for calculating the flutter natural frequency of an automobile transmission system, which comprises the following steps: acquiring stiffness, including: rigidity K of clutch driven disc 1 Stiffness K of the transmission 2 Stiffness K of differential 3 Left axle shaft stiffness K 4 left side And the rigidity K of the right half shaft 4 right side (ii) a Obtaining inertia, comprising: inertia J of clutch driven disc 1 Inertia J of transmission 2 Inertia J of differential 3 Inertia J of the left half shaft 4 left side And inertia J of the right half shaft 4 right side (ii) a Obtaining a gear speed ratio R 1 And a final reduction ratio R 2 (ii) a Based on all obtained rigidity, all obtained inertia and gear speed ratio R 1 And a final reduction ratio R 2 And calculating the natural flutter frequency f of the automobile transmission system caused by the friction of the clutch driving disk and the clutch driven disk.
Description
Technical Field
The invention relates to the field of automobile power NVH, in particular to a method for calculating the natural frequency of flutter of an automobile transmission system caused by friction of a clutch driving disc and a clutch driven disc when an automobile starts.
Background
The automobile power transmission system is a multi-freedom-degree torsional vibration system. The clutch is used as an important part of an automobile transmission system and is widely applied to various transmissions. During engagement of the friction clutch, friction occurs between the driving and driven discs of the clutch. The friction torque acts on two opposing friction surfaces as the engagement force of the transmission system. The clutch friction torque acts as an excitation force, and if the frequency of the excitation force coincides with the natural frequency of the transmission system from the clutch disk to the rear end of the vehicle body, the transmission system vibrates. Friction chatter is directly related to factors such as friction characteristics of the contact interface and dynamic characteristics of the transmission system. The friction chatter has direct influence on the engaging quality of the clutch, so that the abrasion of a friction surface is accelerated, the service life of a transmission system is shortened, high-sensitivity vibration and noise are brought to a cockpit, and the driving comfort is influenced. The natural frequency of driveline shudder caused by clutch friction is closely related to the stiffness of the driveline elastic elements and the inertia of the mass elements. Therefore, research on a calculation method of the natural frequency of the flutter of the transmission system caused by the friction of the clutch is necessary, so that not only can a theoretical basis be provided for inhibiting the generation of the flutter and optimizing the clutch, but also a reliable reference is provided for tests and simulations related to the identification of the vibration and noise problems of the transmission system.
Disclosure of Invention
The method for calculating the natural frequency of the flutter of the automobile transmission system caused by the friction of the clutch is developed, the dynamic characteristic of the flutter of the transmission system is revealed, and the measure for reducing the influence of the flutter of the transmission system is sought, so that the method is one of important research subjects in the field of automobile power NVH (vibration and noise). The invention provides a calculation method and an idea for analyzing the automobile transmission system flutter condition caused by clutch friction, provides reference for mutual matching of all components of the automobile transmission system, and further improves the automobile NVH performance caused by the automobile transmission system flutter.
In order to achieve the purpose, the technical scheme provided by the invention is as follows:
the embodiment of the invention provides a method for calculating the flutter natural frequency of an automobile transmission system, which comprises the following steps:
acquiring stiffness, including: rigidity K of clutch driven disc 1 Stiffness K of the transmission 2 Differential stiffness K 3 Left half axle stiffness K 4 left side And the rigidity K of the right half shaft 4 right side ；
Obtaining inertia, comprising: inertia J of clutch driven disc 1 Inertia J of transmission 2 Inertia J of differential 3 Inertia J of the left half shaft 4 left side And inertia J of the right half shaft 4 right side ；
Obtaining a gear speed ratio R 1 And a final reduction ratio R 2 ；
Based on all obtained rigidity, all obtained inertia and gear speed ratio R 1 And a final reduction ratio R 2 And calculating the natural flutter frequency f of the automobile transmission system caused by the friction of the clutch driving disk and the clutch driven disk.
Preferably, based on all stiffness, all inertia, and gear ratio R obtained 1 And a final reduction ratio R 2 The step of calculating the natural frequency f of the flutter of the automobile transmission system caused by the friction of the driving disk and the driven disk of the clutch comprises the following steps:
according to the obtained all rigidity and gear speed ratio R 1 And a final reduction ratio R 2 Obtaining the equivalent rigidity K of the elastic element of the automobile transmission system e ；
According to the obtained total inertia and gear speed ratio R 1 And a final reduction ratio R 2 Obtaining the equivalent inertia J of the mass element of the automobile transmission system e ；
According to the equivalent stiffness K of the elastic element of the vehicle transmission system e And equivalent inertia J of the mass element of the vehicle driveline e Calculating the friction between the driving disk and the driven diskThe natural frequency f of the drive train flutter.
Preferably, the gear ratio R is obtained according to all the rigidity and gear ratios 1 And a final reduction ratio R 2 Obtaining the equivalent rigidity K of the elastic element of the automobile transmission system e Comprises the following steps:
according to the rigidity K of the clutch driven disc 1 Speed ratio R 1 And a final reduction ratio R 2 Calculating the equivalent stiffness K of the clutch driven disc 1e ；
According to the stiffness K of the transmission 2 And a final reduction ratio R 2 Calculating the equivalent stiffness K of the transmission 2e ；
According to the stiffness K of the left half-axle 4 left side And the rigidity K of the right half shaft 4 right side Sum to obtain the stiffness K of the half shaft 4e ；
According to the equivalent stiffness K of the clutch driven disc 1e Equivalent stiffness K of a transmission 2e Stiffness K of differential 3 And the stiffness K of the half-shaft 4e Calculating the equivalent stiffness K to the elastic element of the vehicle transmission system e 。
Preferably, the equivalent stiffness K of the clutch driven disc 1e By the formula:
calculating to obtain; wherein, K 1 For the rigidity of clutch driven discs, R 1 As gear ratio, R 2 Is a main reduction ratio;
equivalent stiffness K of the transmission 2e By the formula:
calculating to obtain; wherein, K 2 Is the stiffness of the transmission;
stiffness K of the half shaft 4e By the formula:
K 4e ＝K 4 left side +K 4 right side
Calculating to obtain; wherein, K 4 left Rigidity of the left half-axle, K 4 right side The stiffness of the right half shaft;
equivalent stiffness K of the elastic elements of the transmission system e By the formula:
calculating to obtain; wherein, K 1e For equivalent stiffness of the clutch driven disc, K 2e For equivalent stiffness of the transmission, K 3e Is the equivalent stiffness of the differential, K 3e ＝K 3 ，K 4e Is the equivalent stiffness of the half shaft.
Preferably, the gear speed ratio R is obtained according to all inertia and gear speeds 1 And a final reduction ratio R 2 Obtaining the equivalent inertia J of the mass element of the automobile transmission system e Comprises the following steps:
according to inertia J of clutch driven disc 1 Speed ratio R 1 And a final reduction ratio R 2 Calculating the equivalent inertia J of the clutch driven plate 1e ；
According to inertia J of the transmission 2 And a final reduction ratio R 2 Calculating the equivalent inertia J of the transmission 105 2e ；
Inertia J according to left half-shaft 4 left side And inertia J of the right half shaft 4 right side Sum to obtain the inertia J of the half shaft 4e ；
According to the equivalent inertia J of the clutch driven disc 1e Equivalent inertia J of the transmission 2e Inertia J of differential 3 And inertia J of the half shaft 4e Calculating the equivalent inertia J to the elastic element of the vehicle transmission system e 。
Preferably, the equivalent inertia J of the clutch driven plate 1e By the formula:
calculating to obtain; wherein, J 1 Being inertia of clutch driven disc, R 1 For gear speed ratio, R 2 Is a final reduction ratio;
equivalent inertia J of the transmission 2e By the formula:
calculating to obtain; wherein, J 2 Is the inertia of the transmission;
inertia J of the half shaft 4e By the formula:
J 4e ＝J 4 left +J 4 right side
Calculating to obtain; wherein, J 4 left side Inertia of the left half shaft, J 4 right side Is the inertia of the right half shaft;
equivalent inertia J of the drive train mass element e By the formula:
J e ＝J 1e +J 2e +J 3e +J 4e
calculating to obtain; wherein, J 1e Is the equivalent inertia of the clutch driven disk, J 2e Is the equivalent inertia of the transmission, J 3e Is the equivalent inertia of the differential, J 3e ＝J 3 ，J 4e Is the equivalent inertia of the half shaft.
Preferably, the natural frequency f of free vibration of the vehicle driveline caused by friction of the clutch driving plate and the clutch driven plate is determined by the formula:
calculating to obtain; wherein, K e Equivalent stiffness for the elastic elements of the transmission system, J e Is the equivalent inertia of the drive train mass element.
The invention also provides a flutter natural frequency calculation method of the automobile transmission system, which comprises the following steps:
obtaining stiffnessThe method comprises the following steps: stiffness K of clutch driven disc 1 Stiffness K of the transmission 2 Left half axle stiffness K 4 left side And the rigidity K of the right half shaft 4 right side ；
Obtaining inertia, comprising: inertia J of clutch driven disc 1 Inertia J of transmission 2 Inertia J of the left half shaft 4 left side And inertia J of the right half shaft 4 right side ；
Obtaining a gear speed ratio R 1 And a final reduction ratio R 2 ；
Based on all obtained rigidity, all obtained inertia and gear speed ratio R 1 And a final reduction ratio R 2 And calculating the natural flutter frequency f of the automobile transmission system caused by the friction of the clutch driving disk and the clutch driven disk.
Preferably, by the formula:
the natural frequency f of the oscillations of the vehicle drive train caused by the friction of the clutch driving disk and the clutch driven disk is calculated.
The invention has the beneficial effects that:
a set of equations for calculating the natural frequency of vehicle driveline shudder caused by clutch friction is provided, revealing kinetic parameters related to the natural frequency of vehicle driveline shudder caused by clutch friction. The results show that the calculation formula is only related to a few dynamic parameters, namely 12 parameters such as rigidity and inertia of a clutch driven disc, rigidity and inertia of a transmission, rigidity and inertia of a differential, rigidity and inertia of a left half shaft, rigidity and inertia of a right half shaft, gear speed ratio, final reduction ratio and the like. The difference between the test result and the calculation result is 1.3%, which is considered to be relatively consistent. Further, this embodiment derives a simplified set of equations for the natural frequency of clutch-induced shudder in automotive transmissions. The result shows that the simplified calculation formula is only related to 7 parameters of rigidity and inertia of a clutch driven disc, inertia of a transmission, rigidity of a left half shaft, rigidity of a right half shaft, gear speed ratio, final reduction ratio and the like. The calculated value differed from the experimental measurement by 13.7%. In the event that the relevant calculation parameters are incomplete and inaccurate, the result can be used as a powerful basis for judging that the power train vibrates due to the friction of the clutch.
Drawings
FIG. 1 is a component configuration of a transmission system;
FIG. 2 is a flow chart for calculating the natural frequency of clutch friction induced shudder.
Detailed Description
The invention is further described in the following with reference to the drawings. The described embodiments are only examples of embodiments of the invention, and are not all embodiments. All other embodiments obtained without creative efforts based on the embodiments of the present invention belong to the protection scope of the embodiments of the present invention.
The embodiment of the invention provides a flutter natural frequency calculation method of an automobile transmission system, which comprises the following steps:
(1) fundamental formula for natural frequency of drive train flutter caused by clutch friction
The present embodiment is exemplified by a typical automotive transmission system, as shown in fig. 1. The automobile transmission system referred to in the embodiment refers to an assembly of all power transmission devices from an engine to driving wheels, and the automobile transmission system is used for transmitting power of the engine to the driving wheels. The automotive transmission system 10 of the present embodiment includes an engine 101, a flywheel 102, a clutch driving disk 103, a clutch driven disk 104, a transmission 105, a differential 106, a left half shaft 107, a right half shaft 108, a left driving wheel 109, and a right driving wheel 110. During clutch engagement, friction occurs between the clutch driving disk 103 and the clutch driven disk 104, causing driveline shudder. Therefore, in calculating the natural frequency of the chattering vibration of the automobile drive train, the rigidity and inertia of the drive train from the engine 101 to the clutch driving disk 103 are not considered, but only the rigidity and inertia of the drive train from the clutch driven disk 104 to the left and right half shafts 107 and 108, including the clutch driven disk 104, the transmission 105, the differential 106, the left and right half shafts 107 and 108, are considered.
The embodiment of the invention regards the automobile transmission system as a single-degree-of-freedom undamped vibration system. The natural frequency of the free vibration of the system can be written as:
wherein f is the natural flutter frequency of the automobile transmission system, K e Equivalent stiffness for the elastic elements of the transmission system, J e Is the equivalent inertia of the drive train mass element.
(2) Equivalent stiffness of elastic elements of a transmission system
The elastic elements of a practical transmission system are relatively complex. For ease of analysis, the complex spring system is reduced to one equivalent spring. The embodiment of the invention carries out substitution by calculating the equivalent stiffness of the elastic element system. The transmission system elastic elements are in series relationship because the contribution of the transmission system elastic element group to the displacement of the transmission system is the sum. At this time, the equivalent stiffness K of the elastic element of the transmission system e Can be written as:
wherein, K 1e For equivalent stiffness of the clutch driven plate 104, K 2e For the equivalent stiffness of the transmission 105, K 3e Is the equivalent stiffness of the differential 106, K 4e Is the equivalent stiffness of the half shaft.
Because the elastic element is an energy storage element, the equivalent rigidity K of the clutch driven plate 104 is determined by utilizing the principle of potential energy conservation (namely the potential energy of an original system is equal to that of a simplified system) 1e And the equivalent stiffness K of the transmission 105 2e 。
If the stiffness of the elastic element set of the transmission system is equivalent to the half-shaft, the potential energy conservation equation can be written for the clutch driven plate 104 as follows:
wherein, K 1 For the rigidity of the clutch driven plate 104, K 1e Is the equivalent stiffness, θ, of the clutch driven plate 104 1 For angular displacement of clutch driven plate 104, theta 3e Equivalent to an equivalent angular displacement at the half-shaft. By simplifying the formula (3), the following can be obtained:
wherein, theta 2 For angular displacement, R, of the transmission 105 1 For gear speed ratio, R 2 Is a main reduction ratio.
For the transmission 105, the potential energy conservation equation can be written as:
wherein, K 2 For the stiffness of the transmission 105, K 2e Is the equivalent stiffness of the transmission 105, θ 2 Is the angular displacement, theta, of the transmission 105 3e Equivalent to an equivalent angular displacement at the half-shaft. Pair type (5)
The method is simplified to obtain the following components:
since the stiffness of the driveline elastic element sets are equivalent to the half-shafts, the equivalent stiffness K of the differential 106 3e I.e. the stiffness K of the differential 106 3 Equivalent stiffness K of the half-shaft 4e I.e. the stiffness K of the half shaft 4 。
For the half-shafts, the left half-shaft 107 and the right half-shaft 108 are in series relationship. The equivalent stiffness of the half-shafts is:
K 4e ＝K 4 ＝K 4 left side +K 4 right side (7)
Wherein, K 4 left side And K 4 right side The stiffness of the left and right half- shafts 107 and 108, respectively.
The transmission system elastic element can be obtained by substituting the formulas (4), (6) and (7) into the formula (2)
Equivalent stiffness of the piece:
(3) equivalent inertia of a drive train mass element
The rotational inertia of the actual drive train is continuously distributed. The energy storage characteristics of the mass element are used to determine the equivalent inertia of the drive train mass element. The driveline mass elements are in a series relationship because the contribution of the driveline mass element set to the driveline displacement is a sum. At this time, the equivalent inertia J of the transmission system mass element e Can be written as:
J e ＝J 1e +J 2e +J 3e +J 4e (9)
wherein, J 1e Is the equivalent inertia of the clutch driven plate 104, J 2e Is the equivalent inertia of the transmission 105, J 3e Is the equivalent inertia of differential 106, J 4e Is the equivalent inertia of the half shaft.
Because the mass element is an energy storage element, the equivalent inertia J of the clutch driven disc 104 is determined by utilizing the principle of conservation of kinetic energy (namely the kinetic energy of the original system is equal to that of the simplified system) 1e And the equivalent inertia J of the transmission 105 2e 。
If the inertia of the transmission system mass element group is equivalent to the half shaft. For the clutch driven plate 104, the kinetic energy conservation equation can be written as:
wherein, J 1 Is the inertia of the clutch driven plate 104, J 1e Is the equivalent inertia of the clutch driven plate 104，
In order to achieve angular acceleration of the clutch driven plate 104,
equivalent to equivalent angular acceleration at the half-axis. By simplifying the formula (9), the following can be obtained:
wherein,
angular acceleration, R, of the transmission 105 1 For gear speed ratio, R 2 Is a final reduction ratio.
For the transmission 105, the kinetic energy conservation equation can be written as:
wherein, J 2 Inertia of the transmission 105, J 2e Is an equivalent inertia of the transmission 105 and,
in order to provide an angular acceleration of the transmission 105,
equivalent to equivalent angular acceleration at the half-axis. By simplifying the formula (12), the following can be obtained:
since the inertia of the set of driveline mass elements is equivalent to the half-axis, the equivalent inertia J of differential 106 3e I.e. inertia J of differential 106 3 Equivalent inertia J of half shaft 4e I.e. inertia of the half-shaft J 4 。
The equivalent inertia of the half shafts is:
J 4e ＝J 4 ＝J 4 left side +J 4 right side (14)
Wherein, J 4 left side And J 4 right side The inertia of the left and right half- shafts 107, 108, respectively.
The equivalent inertia of the transmission system elastic element can be obtained by substituting equations (11), (13) and (14) into equation (9):
(4) driveline flutter natural frequency due to clutch friction
The natural frequency of the chattering vibration of the transmission system according to the present embodiment can be obtained by substituting equations (8) and (15) into equation (1):
(5) calculation step of natural frequency of flutter caused by clutch friction
FIG. 2 is a flow chart for calculating the natural frequency of clutch friction induced shudder.
Step S201: determining the stiffness K of the clutch driven disk 104 1 Stiffness K of the transmission 105 2 The stiffness K of the differential 106 3 Left half shaft 107 stiffness K 4 left side Right half-axle 108 stiffness K 4 right side 。
Step S202: determining the inertia J of the clutch driven plate 104 1 Inertia J of transmission 105 2 Inertia J of differential 106 3 Inertia J of left half shaft 107 4 left side And inertia J of right half-shaft 108 4 right side 。
Step S203: determining a gear ratio R 1 Main reduction ratio R 2 。
Step S204: the natural frequency of the chatter caused by the clutch friction is calculated using equation (16).
(6) Simplified formula for transmission system flutter natural frequency caused by clutch friction
In the case where the exact values of all the above parameters cannot be given, the formula (16) needs to be reasonably simplified. Typically for a 1-gear launch, the stiffness K of the left half-shaft 107 4 left side Right half-shaft 108, stiffness K 4 right side Stiffness term of the clutch driven plate 104
Much less than the stiffness term of the transmission 105
Stiffness K of differential 106 3 . Meanwhile, the inertia term of the clutch driven plate 104
Inertia term of transmission 105
The sum is much greater than the inertia J of differential 106 3 Inertia J of left half shaft 107 4 left And inertia J of right half-shaft 108 4 right side . Therefore, equation (16) can be further simplified as:
the automobile of a certain model has obvious flutter in the starting process of the 1 st gear. The automobile starting process is tested. Angular acceleration of the powertrain in the rotational direction and vibration acceleration of the case are measured. The test result shows that: the angular acceleration in the direction of rotation and the vibration acceleration of the casing have a frequency of 20.8Hz during the flutter phase. The natural frequency of driveline shudder due to clutch friction, calculated from equation (16), is 21.07 Hz. The difference between the two is 1.3%, which can be considered as relatively consistent. Therefore, the chattering vibration generated during the automobile starting process is judged to be caused by the friction between the clutch driving plate 103 and the clutch driven plate 104. It is noted that the simplified natural frequency of driveline shudder caused by friction between the clutch driving plate 103 and the clutch driven plate 104, as calculated by equation (17), is 23.65 Hz. Although the difference is 13.7 percent from the test measurement value, the method can be used as a strong basis for judging the power train flutter caused by clutch friction under the condition that related calculation parameters are incomplete and inaccurate.
Claims (9)
1. A method of calculating the natural frequency of flutter for a vehicle driveline, comprising:
acquiring stiffness, including: stiffness K of clutch driven disc (104) 1 The stiffness K of the transmission (105) 2 The stiffness K of the differential (106) 3 The stiffness K of the left half-shaft (107) 4 left side And the stiffness K of the right half-shaft (108) 4 right side (ii) a Obtaining inertia, comprising: inertia J of clutch driven plate (104) 1 Inertia J of transmission (105) 2 Inertia J of differential (106) 3 Inertia J of the left half shaft (107) 4 left side And inertia J of the right half shaft (108) 4 right side ；
Obtaining gear speed ratio R 1 And a final reduction ratio R 2 ；
Based on all obtained rigidity, all obtained inertia and gear speed ratio R 1 And a final reduction ratio R 2 The natural frequency f of the oscillations of the vehicle drive train caused by the friction of the clutch driving disk (103) and the clutch driven disk (104) is calculated.
2. The method of calculating the natural frequency of flutter in an automotive transmission system according to claim 1, wherein the method is based on the obtained total stiffness, total inertia, and gear ratio R 1 And a final reduction ratio R 2 The step of calculating the natural frequency f of the flutter of the automobile transmission system caused by the friction of the clutch driving disk (103) and the clutch driven disk (104) comprises the following steps:
according to the obtained all rigidity and gear speed ratio R 1 And a final reduction ratio R 2 Obtaining the equivalent rigidity K of the elastic element of the automobile transmission system e ；
According to the obtained total inertia and gear speed ratio R 1 And a final reduction ratio R 2 Obtaining the equivalent inertia J of the mass element of the automobile transmission system e ；
According to equivalent stiffness K of elastic element of automobile transmission system e And equivalent inertia J of the mass element of the vehicle drive train e The natural frequency f of the oscillations of the vehicle drive train caused by the friction of the clutch driving disk (103) and the clutch driven disk (104) is calculated.
3. The method of claim 2, wherein the step of calculating the natural frequency of flutter is based on all stiffness and gear ratios R obtained 1 And a final reduction ratio R 2 Obtaining the equivalent rigidity K of the elastic element of the automobile transmission system e Comprises the following steps:
according to the rigidity K of the clutch driven disc (104) 1 Speed ratio R 1 And a final reduction ratio R 2 Calculating the equivalent stiffness K of the clutch driven disk (104) 1e ；
According to the rigidity K of the transmission (105) 2 And a final reduction ratio R 2 Calculating an equivalent stiffness K of the transmission (105) 2e ；
According to the rigidity K of the left half shaft (107) 4 left And the stiffness K of the right half-shaft (108) 4 right side Sum to obtain the stiffness K of the half shaft 4e ；
According to the equivalent stiffness K of the clutch driven disc (104) 1e The equivalent stiffness K of the transmission (105) 2e The stiffness K of the differential (106) 3 And stiffness K of the axle shaft 4e Calculating the equivalent stiffness K to the elastic element of the vehicle transmission system e 。
4. The method of calculating the natural frequency of flutter for a vehicular transmission system according to claim 3, wherein the equivalent stiffness K of the clutch driven plate (104) 1e By the formula:
calculating to obtain; wherein, K 1 Is the rigidity, R, of the clutch driven plate (104) 1 For gear speed ratio, R 2 Is a main reduction ratio;
an equivalent stiffness K of the transmission (106) 2e By the formula:
calculating to obtain; wherein, K 2 Is the stiffness of the transmission;
stiffness K of the half shaft 4e By the formula:
K 4e ＝K 4 left side +K 4 right side
Calculating to obtain; wherein, K 4 left side Is the stiffness of the left half-shaft (107), K 4 right side Is the stiffness of the right half shaft (108);
equivalent stiffness K of the elastic elements of the transmission system e By the formula:
calculating to obtain; wherein, K 1e Is the equivalent stiffness, K, of the clutch driven disc (104) 2e Is the equivalent stiffness of the transmission (105), K 3e Is the equivalent stiffness of the differential (106), K 3e ＝K 3 ，K 4e Is the equivalent stiffness of the half shaft.
5. The method of claim 3, wherein the step of calculating the natural frequency of flutter is performed based on the obtained total inertia and the gear ratio R 1 And a final reduction ratio R 2 Obtaining the equivalent inertia J of the mass element of the automobile transmission system e Comprises the following steps:
according to the inertia J of the clutch driven disc (104) 1 Gear speed ratio R 1 And a final reduction ratio R 2 Calculating the equivalent inertia J of the clutch driven plate (104) 1e ；
According to the inertia J of the transmission (105) 2 And a final reduction ratio R 2 Calculating the equivalent inertia J of the transmission (105) 2e ；
According to the inertia J of the left half shaft (107) 4 left And inertia J of the right half shaft (108) 4 right side Sum to obtain the inertia J of the half shaft 4e ；
According to the equivalent inertia J of the clutch driven disc (104) 1e The equivalent inertia J of the transmission (105) 2e And inertia J of the differential (106) 3 And inertia J of the half shaft 4e Calculating the equivalent inertia J to the elastic element of the vehicle transmission system e 。
6. The method of calculating the natural frequency of flutter of an automotive driveline according to claim 5, wherein the equivalent inertia J of the clutch driven plate (104) 1e By the formula:
calculating to obtain; wherein, J 1 Is the inertia of the clutch driven plate (104), R 1 As gear ratio, R 2 Is a main reduction ratio;
an equivalent inertia J of the transmission (105) 2e By the formula:
calculating to obtain; wherein, J 2 Is the inertia of the transmission 105);
inertia J of the half shaft 4e By the formula:
J 4e ＝J 4 left +J 4 right side
Calculating to obtain; wherein, J 4 left Is the inertia of the left half shaft (107), J 4 right side Is the inertia of the right half shaft (108);
equivalent inertia J of the drive train mass element e Through publicFormula (II):
J e ＝J 1e +J 2e +J 3e +J 4e
calculating to obtain; wherein, J 1e Is the equivalent inertia of the clutch driven plate (104), J 2e Is the equivalent inertia of the transmission (105), J 3e Is the equivalent inertia of the differential (106), J 3e ＝J 3 ，J 4e Is the equivalent inertia of the half shaft.
7. The method for calculating the natural frequency f of flutter of a vehicular transmission system according to claim 2, wherein the natural frequency f of free vibration of the vehicular transmission system caused by friction of the clutch driving disk (103) and the clutch driven disk (104) is calculated by the formula:
calculating to obtain; wherein, K e Equivalent stiffness for the elastic elements of the transmission system, J e Is the equivalent inertia of the drive train mass element.
8. A method of calculating the natural frequency of flutter in an automotive transmission system, comprising:
acquiring stiffness, including: stiffness K of clutch driven disc (104) 1 The stiffness K of the transmission (105) 2 The stiffness K of the left half-shaft (107) 4 left side And the stiffness K of the right half shaft (108) 4 right side ；
Obtaining inertia, comprising: inertia J of clutch driven disc (104) 1 Inertia J of transmission (105) 2 Inertia J of the left half shaft (107) 4 left And inertia J of the right half shaft (108) 4 right side ；
Obtaining a gear speed ratio R 1 And a final reduction ratio R 2 ；
Based on all obtained rigidity, all obtained inertia and gear speed ratio R 1 And a final reduction ratio R 2 Calculating the transmission of the vehicle caused by the friction between the clutch driving disk (103) and the clutch driven disk (104)The natural frequency f of the system flutters.
9. The method of calculating a flutter natural frequency of a vehicular transmission system according to claim 8, by the formula:
the natural frequency f of the oscillations of the vehicle drive train caused by the friction of the clutch driving disk (103) and the clutch driven disk (104) is calculated.
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| JPH10141085A (en) * | 1996-11-12 | 1998-05-26 | Mitsubishi Automob Eng Co Ltd | Driving system device for vehicle |
| CN106931155A (en) * | 2015-09-10 | 2017-07-07 | 福特全球技术公司 | Use the clutch control buffeted |
| CN108549735A (en) * | 2018-02-27 | 2018-09-18 | 华南理工大学 | The modeling method of passenger car difference gear Torsional Vibration of Shafts inherent characteristic analysis |
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