CN115753092A - Method and system for identifying towering vibration of automobile transmission system by using natural frequency - Google Patents
Method and system for identifying towering vibration of automobile transmission system by using natural frequency Download PDFInfo
- Publication number
- CN115753092A CN115753092A CN202211489716.3A CN202211489716A CN115753092A CN 115753092 A CN115753092 A CN 115753092A CN 202211489716 A CN202211489716 A CN 202211489716A CN 115753092 A CN115753092 A CN 115753092A
- Authority
- CN
- China
- Prior art keywords
- transmission system
- vibration
- towering
- natural frequency
- inertia
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Images
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
Landscapes
- Measurement Of Mechanical Vibrations Or Ultrasonic Waves (AREA)
Abstract
The invention provides a method and a system for identifying a towering phenomenon of an automobile transmission system by utilizing natural frequency, wherein the method comprises the following steps: obtaining a measured value of a vibration physical quantity of the vehicle, and obtaining a natural frequency, namely a peak frequency, of an automobile transmission system from a spectrogram of the vibration physical quantity of the vehicle; calculating the natural frequency f of the towering vibration of the transmission system: and comparing the natural frequency f of the towering vibration of the transmission system with the natural frequency of the automobile transmission system, and judging whether the vibration corresponding to the peak frequency is caused by towering vibration of the transmission system. The method can improve the accuracy of identifying the towering phenomenon of the automobile transmission system, provides reference for mutual matching of all components of the automobile transmission system, and further improves the NVH performance of the automobile caused by towering of the automobile transmission system.
Description
Technical Field
The invention relates to the field of automobile power NVH, in particular to a technology for identifying a towering phenomenon of an automobile transmission system.
Background
The automobile power transmission system is a multi-freedom-degree torsional vibration system. Sudden momentary actions by the driver (e.g., hard tip-in, hard tip-out, etc.) may cause sudden changes in engine torque. If the engine torque acts as an excitation force and its frequency corresponds to the natural frequency of the transmission from the torque converter to the half shafts, a jerk of the transmission is induced. Driveline jerk is directly related to driveline dynamics. The towering of the transmission system can bring high-sensitivity vibration and noise to a cab, and influence driving comfort. The natural frequency of the towering vibration of the transmission system has a close relation with the rigidity of the elastic element of the transmission system and the inertia of the mass element. The dynamic characteristic of the towering vibration of the automobile transmission system is revealed, and the measure for reducing the towering vibration influence of the transmission system is sought, so that the towering vibration attenuation and noise reduction (NVH) research topic is one of important research topics in the field of automobile power. Accurate discernment car transmission system rises and shakes, to inhaleing to rise to shake and take place and carry out matching optimization for transmission system very important to and can also provide the basis for transmission system vibration and noise problem solution.
Disclosure of Invention
The invention aims to provide a method and a system for identifying the towering phenomenon of an automobile transmission system by utilizing natural frequency, which are used as effective auxiliary verification methods for identifying the towering phenomenon of the automobile transmission system by a test testing means, provide references for mutual matching of all components of the automobile transmission system, and further improve the NVH (noise vibration and harshness) performance of an automobile caused by the towering of the automobile transmission system.
The technical scheme of the invention is as follows:
the invention provides a method for identifying a towering phenomenon of an automobile transmission system by utilizing natural frequency, which comprises the following steps:
step 1, obtaining measurement data of a vehicle vibration physical quantity, wherein the vibration physical quantity comprises vibration acceleration, vibration speed or vibration displacement.
According to the embodiment of the invention, the physical quantity of vibration of the vehicle is measured. And sending an instruction of stepping on the accelerator pedal suddenly when starting to the driver. A vibration sensor is arranged on a housing of a drive train of a motor vehicle, for example a transmission housing. The measurement of the physical quantity of vibration (such as acceleration) is performed by using specialized software for vibration measurement.
Step 2, carrying out data analysis on the vehicle vibration physical quantity
A Fast Fourier Transform (FFT) calculation is performed on the vehicle vibration physical quantity. Obtaining a frequency spectrum diagram of the vibration physical quantity (such as the vibration acceleration of a shell of the transmission system), and obtaining the peak frequency, namely the natural frequency of the automobile transmission system.
And 3, calculating the natural frequency f of the towering vibration of the transmission system.
And 4, comparing the natural frequency f of the towering vibration of the transmission system with the natural frequency f of the transmission system, and judging that the vibration corresponding to the peak frequency is caused by the towering vibration of the transmission system if the natural frequency f of the towering vibration of the transmission system is close to or even the same with the natural frequency f of the transmission system. According to the test results, the two are close if the difference is within 4.4%.
In the technical scheme, the vehicle vibration physical quantity is obtained through measurement, and FFT (fast Fourier transform) calculation is performed on the vehicle vibration physical quantity. And obtaining a frequency spectrum diagram of the vibration acceleration of the shell of the transmission system. Further, a peak is obtained from the spectrogram, and a frequency corresponding to the peak is referred to as a peak frequency. Since the natural characteristic of the vehicle transmission system is one of the reasons for the occurrence of the peak frequency, the peak frequency at this time is the natural frequency of the vehicle transmission system. Because the structure of the automobile transmission system is complex, the natural frequency of the automobile transmission system is related to the inertia and the rigidity of a plurality of components, and therefore the automobile transmission system has a plurality of natural frequencies. Therefore, for a vehicle with a problem of the towering phenomenon, the natural frequency of the towering may not be recognized from the spectrogram of the vibration acceleration of the drivetrain housing, that is, the natural frequency of the towering may not be recognized accurately from the spectrogram of the vibration acceleration of the drivetrain housing. Therefore, the invention proposes to further calculate the natural frequency f of the towering of the transmission system, then compare the calculated natural frequency f of the towering of the transmission system with the natural frequency of the transmission system of the automobile identified by the frequency spectrum chart, if the two frequencies are close to or even the same, then the vibration corresponding to the peak frequency can be judged to be caused by the towering of the transmission system.
For the natural frequency f of the towering vibration of the transmission system, the invention further provides two unique calculation formulas, one is a more accurate and comprehensive calculation formula:
wherein, K 1 As stiffness, K, of a hydrodynamic torque converter 2 Is the stiffness, K, of the transmission 3 Is the stiffness, K, of the differential 4 left Rigidity, K, of the left half-axle 4 right side Rigidity, J, of the right half-shaft 1 Pump Inertia of the impeller, J 1 vortex Is the inertia of the turbine, J 2 Is inertia of the transmission, J 3 Inertia of differential, J 4 left side Is inertia of the left half shaft, J 4 right side Inertia of the right half-shaft, R 1 As gear ratio, R 2 Is a final reduction ratio.
Another calculation formula is a simplification based on the above first calculation formula when the parameters are not complete:
wherein, K 4 left Rigidity, K, of the left half-axle 4 right side Rigidity, J, of the right half-shaft 1 Pump Is the inertia of the impeller, J 1 vortex Is the inertia, R, of the turbine 1 As gear ratio, R 2 Is a final reduction ratio.
The invention has the following advantages:
according to the method for identifying the towering phenomenon of the automobile transmission system, the calculated towering natural frequency f of the transmission system is compared with the transmission system natural frequency identified in the spectrogram, so that whether the vibration corresponding to the peak frequency of the spectrogram natural frequency is caused by towering of the transmission system is judged, the towering phenomenon is identified, and the identification accuracy is higher.
Meanwhile, the invention provides a unique calculation formula of the natural frequency f of the towering vibration of the transmission system, reveals dynamic parameters related to the natural frequency of the towering vibration of the automatic transmission system of the automobile and identifies the towering vibration phenomenon of the transmission system of the automobile. The result shows that the calculation formula is only related to a few dynamic parameters, namely 13 parameters such as the rigidity of a pump wheel of the hydraulic torque converter, the inertia of the pump wheel of the hydraulic torque converter and a turbine, the rigidity and the inertia of a transmission, the rigidity and the inertia of a differential, the rigidity and the inertia of a left half shaft, the rigidity and the inertia of a right half shaft, a gear speed ratio and a final reduction ratio. The difference between the test result and the calculation result is 1.8%, which is considered to be more consistent. Furthermore, the invention derives a simplified calculation formula. The result shows that the simplified calculation formula is only related to 6 parameters such as inertia of a pump wheel, inertia of a turbine wheel, rigidity of a left half shaft, rigidity of a right half shaft, gear speed ratio, main reduction ratio and the like. The calculated value differs from the experimental measurement by 4.4%. Under the condition that related calculation parameters are incomplete and inaccurate, the result can be used as a powerful basis for judging the towering phenomenon of the transmission system of the automatic transmission automobile.
Drawings
FIG. 1 is a component configuration of a transmission system.
FIG. 2 is a flow chart of a method for identifying a vehicle driveline shudder event using natural frequency.
FIG. 3 is a flow chart for calculating the natural frequency of driveline shudder.
Detailed Description
The invention is further described with reference to the accompanying drawings. The embodiments described are only examples of the present invention patent, not all examples. All other embodiments obtained without inventive work based on the embodiments of the present patent belong to the scope of protection of the present patent.
The present embodiment is exemplified by a typical automatic transmission system, as shown in fig. 1. The present embodiment refers to a vehicle transmission system which is an assembly of all power transmission devices from an engine to driving wheels. Its function is to transmit the power of engine to drive wheels. The automatic transmission vehicle transmission system 10 of the present embodiment includes an engine 101, a torque converter 102, a pump 103, a turbine 104, a transmission 105, a differential 106, a left axle shaft 107, a right axle shaft 108, a left driving wheel 109, and a right driving wheel 110. After the rotational speeds of the turbine 103 and the turbine 104 of the torque converter 102 are synchronized, the sudden momentary operation of the driver (such as a sudden step on the accelerator pedal, a sudden release of the accelerator pedal, etc.) may cause a sudden change in the engine torque, which may cause the transmission system to run up. The torque from the engine 101 is first transferred to the torque converter impeller 102, so the first component to consider when calculating the natural frequency of the driveline jerk is the impeller 103. Left drive wheel 109 and right drive wheel 110, on the other hand, are constrained by the ground and therefore left drive wheel 109 and right drive wheel 110 are not considered in calculating the driveline jerk natural frequency. Therefore, in calculating the natural frequency of the transmission cocking, the rigidity and inertia of the transmission from the pump 103 to the left and right half shafts 107 and 108 are considered, including the pump 103, the turbine 104, the transmission 105, the differential 106, the left and right half shafts 107 and 108.
As shown in fig. 2, an embodiment of the present invention provides a method for identifying a towering phenomenon of a vehicle transmission system, which includes the following steps:
s201, obtaining measurement data of vehicle vibration physical quantity
The sudden change of the engine torque can cause the towering phenomenon of the transmission system of the automobile, and the sudden and momentary operation of a driver (such as sudden stepping on an accelerator pedal, sudden loosening of the accelerator pedal and the like) can cause the sudden change of the engine torque. Therefore, when the physical vibration quantity of the vehicle is measured in order to solve the problem of the rising vibration phenomenon, the driver is instructed to step on the accelerator pedal suddenly at the time of starting. Since the harshness phenomenon is associated with the vehicle driveline, a vibration sensor is disposed on a housing of the vehicle driveline (e.g., a transmission housing). The measurement of the physical quantity of vibration (such as acceleration) is performed by using specialized software for vibration measurement.
S202, data analysis of vehicle vibration physical quantity
After the vibration acceleration of the transmission system shell under the working condition that the accelerator pedal is suddenly stepped on in starting is obtained through measurement, FFT (fast Fourier transform) calculation is carried out on the vibration acceleration. And obtaining a frequency spectrum diagram of the vibration acceleration of the shell of the transmission system. Further, a peak is obtained from the spectrogram, and a frequency corresponding to the peak is referred to as a peak frequency. The peak frequency is the natural frequency of the vehicle transmission system because the natural characteristic of the vehicle transmission system is one of the reasons for the occurrence of the peak frequency.
However, since the vehicle transmission system has a complicated structure and its natural frequency is related to inertia and rigidity of a plurality of components, the vehicle transmission system has a plurality of natural frequencies. Therefore, for a vehicle with a problem of the towering phenomenon, the natural frequency of the towering may not be identified from the spectrogram of the vibration acceleration of the transmission housing, and further identification is required.
S203, calculating the natural frequency f of the towering vibration of the transmission system.
And S204, comparing the towering natural frequency f of the transmission system obtained in the step S203 with the natural frequency of the automobile transmission system obtained in the step S202.
S205, if the calculated value of the natural frequency of the towering vibration is close to or even the same as the peak frequency of the vibration acceleration of the shell of the transmission system, the vibration corresponding to the peak frequency can be further judged to be caused by the towering vibration of the transmission system.
In order to identify the natural frequency of the towering vibration from the spectrogram of the vibration acceleration of the housing of the transmission system in the above step S203, two calculation formulas are provided in the embodiment of the present invention to calculate the calculated value of the natural frequency f of the towering vibration of the transmission system,
two equations for calculating the natural frequency f of the stick-out of the drive system are:
and
wherein, K 1 As stiffness, K, of a hydrodynamic torque converter 2 Is the stiffness, K, of the transmission 3 Is the stiffness, K, of the differential 4 left side Is the rigidity, K, of the left half shaft 4 right side Is the rigidity, J, of the right half-shaft 1 Pump Is the inertia of the pump wheel,J 1 vortex Is the inertia of the turbine, J 2 Is inertia of the transmission, J 3 Is inertia of differential, J 4 left side Is inertia of the left half shaft, J 4 right side Is the inertia of the right half-shaft, R 1 For gear speed ratio, R 2 Is a final reduction ratio.
The above two calculation formulas are derived by the following method:
1. basic formula of natural frequency of towering vibration of transmission system
The embodiment of the invention regards an 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 frequency of the towering vibration of the transmission system, K e Equivalent stiffness of 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. The equivalent stiffness of the driveline elastic element at this time can be written as:
wherein, K 1e The equivalent stiffness of the torque converter 102, K 2e For the equivalent stiffness of the transmission 105, K 3e Is the equivalent stiffness, K, of the differential 106 4e Is the equivalent stiffness of the half shaft.
Since the elastic element is an energy storage element, the principle of potential energy conservation (i.e. the principle of energy storage) is utilizedPotential energy of the original system is equal to potential energy of the simplified system) to determine the equivalent stiffness K of the torque converter 102 1e And the equivalent stiffness K of the transmission 105 2e 。
If the stiffness of the set of driveline elastic elements is equivalent to the half-axis, the potential energy conservation equation for torque converter 102 can be written as:
wherein, K 1 For the stiffness of the torque converter 102, K 1e Is the equivalent stiffness of the torque converter 102, θ 1 Is the angular displacement, θ, of the torque converter 102 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 of the transmission 105, R 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 Stiffness of the transmission 105, K 2e Is the equivalent stiffness of the transmission 105, θ 2 Is the angular displacement of the transmission 105, theta 3e Equivalent to an equivalent angular displacement at the half-shaft. By simplifying the formula (5), the following can be obtained:
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-shaft is:
K 4e ＝K 4 ＝K 4 left +K 4 right side (7)
Wherein, K 4 left side And K 4 right side The stiffness of the left and right axle shafts 107 and 108, respectively.
The equivalent stiffness of the transmission system elastic element can be obtained by substituting equations (4), (6) and (7) into equation (2):
3. equivalent inertia of a drive train mass element
The rotational inertia of the actual drive system 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. The equivalent inertia of the drive train mass element at this time can be written as:
J e ＝J 1e +J 2e +J 3e +J 4e (9)
wherein, J 1e Is the equivalent inertia of the torque converter 102, 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.
Since the mass element is an energy storage element, the equivalent inertia J of the torque converter 102 is determined by using the principle of conservation of kinetic energy (i.e., 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 torque converter 102, the kinetic energy conservation equation can be written as:
wherein, J 1 Inertia of the torque converter 102, J 1 Pump Is the inertia of the impeller 103, J 1 vortex Is the inertia of the turbine 104, J 1e Is the equivalent inertia of the torque converter 102,
is the angular acceleration of the torque converter 102,
equivalent to equivalent angular acceleration at the half-axis. By simplifying the formula (9), the following can be obtained:
wherein, the first and the second end of the pipe are connected with each other,
angular acceleration, R, of the transmission 105 1 For gear speed ratio, R 2 Is a main reduction ratio.
For the transmission 105, the conservation of kinetic energy 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 drive train mass element set is equivalent to the half-shafts, 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 J of the half-shaft 4 。
The equivalent inertia of the half shaft is:
J 4e ＝J 4 ＝J 4 left side +J 4 right side (14)
Wherein, J 4 left And J 4 right side The inertia of the left and right half- shafts 107, 108, respectively.
Substituting equations (11), (13), and (14) into equation (9) yields the equivalent inertia of the drive train elastic elements:
4. natural frequency of towering vibration of transmission system
The natural frequency of the towering vibration of the transmission system according to the present invention can be obtained by substituting equations (8) and (15) into equation (1):
thus, referring to FIG. 3, the steps for calculating the natural frequency of towering in the driveline are as follows:
step S301: determining stiffness K of torque converter 102 1 Stiffness K of the transmission 105 2 The stiffness K of the differential 106 3 Left half shaft 107 stiffness K 4 left Right half-shaft 108, stiffness K 4 right side 。
Step S302: determining the inertia J of the impeller 103 1 Pump Inertia J of turbine 104 1 vortex 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 S303: determining a gear ratio R 1 Main reduction ratio R 2 。
Step S304: the natural frequency of the driveline jerk can be calculated using equation (16).
In some cases, in the case that accurate values of all the parameters cannot be given, the calculation of the natural frequency of the towering vibration of the transmission system can reasonably simplify the formula (16) and adopt a simplified formula.
The derivation is as follows:
in general, the stiffness K of the left axle shaft 107 4 left side Right half-shaft 108, stiffness K 4 right side Much less than the stiffness term of torque converter 102
Stiffness term of transmission 105
Stiffness K of differential 106 3 . Meanwhile, the inertia term of the pump impeller 103 and the turbine impeller 104
The sum is much greater than the inertia term of the transmission 105
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 And (4) right.
Therefore, equation (16) can be further simplified as:
in one embodiment of the invention, a system for identifying a towering phenomenon of a vehicle transmission system by using a natural frequency is provided, and comprises the following unit modules:
the data acquisition module is used for acquiring the measurement data of the vehicle vibration physical quantity, wherein the vibration physical quantity comprises vibration acceleration, vibration speed or vibration displacement.
And the data analysis module is used for performing Fast Fourier Transform (FFT) calculation on the vehicle vibration physical quantity. And obtaining a frequency spectrum diagram of the vibration physical quantity, and obtaining a peak frequency which is the natural frequency of the automobile transmission system.
And the calculation module is used for calculating the natural frequency f of the towering vibration of the transmission system. The calculation formula is as in the previous embodiment.
And the comparison module is used for comparing the natural frequency f of the towering vibration of the transmission system with the natural frequency of the automobile transmission system, and if the values of the natural frequency f of the towering vibration of the transmission system and the natural frequency of the automobile transmission system are relatively close or even the same, judging that the vibration corresponding to the peak frequency is caused by the towering vibration of the transmission system.
In a further embodiment of the invention, the applicant applies the method to the actual transmission system towering phenomenon identification, and tests the starting process of a certain type of automatic transmission vehicle under the condition that obvious towering exists in the starting process of the first gear. The vibration acceleration of the transmission case is measured. The test result shows that: the peak frequency of the vibration acceleration of the transmission case in the towering phase is 2.7Hz. The natural frequency of towering vibration of the transmission system calculated by the formula (16) is 2.65Hz. The difference between the two is 1.8%, and the two are considered to be relatively close. It is noted that the natural frequency of towering vibration of the transmission system calculated by the simplified equation (17) is 2.82Hz. Although the difference is 4.4% from the test measurement value, the method can be used as a judgment basis for identifying the towering problem of the transmission system under the condition that related calculation parameters are incomplete and inaccurate.
Claims (7)
1. A method for identifying a vehicle driveline jerk event using a natural frequency, the method comprising:
step 1, obtaining measurement data of a vehicle vibration physical quantity, wherein the vibration physical quantity comprises vibration acceleration, vibration speed or vibration displacement;
step 2, carrying out data analysis on the vehicle vibration physical quantity
A Fast Fourier Transform (FFT) calculation is performed on the vehicle vibration physical quantity. Obtaining a frequency spectrogram of the vibration physical quantity, and obtaining a peak frequency which is the natural frequency of the automobile transmission system;
step 3, calculating the natural frequency f of towering vibration of the transmission system:
and 4, comparing the natural frequency f of the towering vibration of the transmission system with the natural frequency of the automobile transmission system, and judging that the vibration corresponding to the peak frequency is caused by the towering vibration of the transmission system if the values of the natural frequency f of the towering vibration of the transmission system and the natural frequency of the automobile transmission system are close to or even the same.
2. The method for identifying the towering phenomenon of the transmission system of the automobile by using the natural frequency as claimed in claim 1, wherein the step 3 calculates the towering natural frequency f of the transmission system by using a calculation formula:
wherein, K 1 For the stiffness, K, of a hydrodynamic torque converter 2 Is the stiffness, K, of the transmission 3 Is the stiffness, K, of the differential 4 left side Rigidity, K, of the left half-axle 4 right side Rigidity, J, of the right half-shaft 1 Pump Inertia of the impeller, J 1 vortex Is the inertia of the turbine, J 2 Is inertia of the transmission, J 3 Is inertia of differential, J 4 left Is inertia of the left half shaft, J 4 right side Inertia of the right half-shaft, R 1 For gear speed ratio, R 2 Is a final reduction ratio.
3. The method for identifying the towering phenomenon of the transmission system of the automobile by using the natural frequency as claimed in claim 1, wherein the step 3 is used for calculating the towering natural frequency f of the transmission system by adopting a calculation formula:
wherein, K 4 left side Is the rigidity, K, of the left half shaft 4 right side Is the rigidity, J, of the right half-shaft 1 Pump Is the inertia of the impeller, J 1 vortex Is the inertia, R, of the turbine 1 For gear speed ratio, R 2 Is a main reduction ratio.
4. The method for identifying the towering phenomenon of the transmission system of the automobile by utilizing the natural frequency as claimed in claim 1, 2 or 3, wherein in the step 1, the vibration physical quantity of the transmission shell under the condition that the vehicle is suddenly stepped on the accelerator pedal when starting is measured.
5. A system for identifying a towering phenomenon of a vehicle driveline using a natural frequency, comprising:
the data acquisition module is used for acquiring measurement data of vehicle vibration physical quantity, wherein the vibration physical quantity comprises vibration acceleration, vibration speed or vibration displacement;
and the data analysis module is used for performing Fast Fourier Transform (FFT) calculation on the vehicle vibration physical quantity. Obtaining a frequency spectrum diagram of the vibration physical quantity, and obtaining a peak frequency which is the natural frequency of the automobile transmission system;
the computing module is used for computing the natural frequency f of the towering vibration of the transmission system;
and the comparison module is used for comparing the natural frequency f of the towering vibration of the transmission system with the natural frequency of the automobile transmission system, and if the values of the natural frequency f of the towering vibration of the transmission system and the natural frequency of the automobile transmission system are relatively close or even the same, judging that the vibration corresponding to the peak frequency is caused by the towering vibration of the transmission system.
6. The system for identifying the towering phenomenon of the transmission system of the automobile by utilizing the natural frequency as claimed in claim 5, wherein the calculation module calculates the towering natural frequency f of the transmission system by adopting the following formula;
wherein, K 1 As stiffness, K, of a hydrodynamic torque converter 2 For stiffness, K, of the transmission 3 Is a differenceStiffness of speed gearbox, K 4 left side Is the rigidity, K, of the left half shaft 4 right side Rigidity, J, of the right half-shaft 1 Pump Inertia of the impeller, J 1 vortex Is the inertia of the turbine, J 2 Is inertia of the transmission, J 3 Is inertia of differential, J 4 left Is inertia of the left half shaft, J 4 right side Is the inertia of the right half-shaft, R 1 For gear speed ratio, R 2 Is a main reduction ratio.
7. The system for identifying the towering phenomenon of the transmission system of the automobile by using the natural frequency as claimed in claim 5, wherein the calculation module calculates the towering natural frequency f of the transmission system by using the following formula:
wherein, K 4 left side Rigidity, K, of the left half-axle 4 right side Is the rigidity, J, of the right half-shaft 1 Pump Inertia of the impeller, J 1 vortex Is the inertia, R, of the turbine 1 As gear ratio, R 2 Is a final reduction ratio.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211489716.3A CN115753092A (en) | 2022-11-25 | 2022-11-25 | Method and system for identifying towering vibration of automobile transmission system by using natural frequency |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211489716.3A CN115753092A (en) | 2022-11-25 | 2022-11-25 | Method and system for identifying towering vibration of automobile transmission system by using natural frequency |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115753092A true CN115753092A (en) | 2023-03-07 |
Family
ID=85337873
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211489716.3A Pending CN115753092A (en) | 2022-11-25 | 2022-11-25 | Method and system for identifying towering vibration of automobile transmission system by using natural frequency |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115753092A (en) |
-
2022
- 2022-11-25 CN CN202211489716.3A patent/CN115753092A/en active Pending
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP3031649B1 (en) | Active vibration reduction control apparatus and method of hybrid vehicle | |
| KR20170087952A (en) | Method and a device for determining the propulsion torque | |
| Gomez et al. | Torsional vibrations in heavy-truck powertrains with flywheel attached centrifugal pendulum vibration absorbers | |
| Adibi Asl et al. | Modeling torque converter characteristics in automatic drivelines: lock-up clutch and engine braking simulation | |
| JP3444163B2 (en) | Engine and drive train performance testing equipment and torque detection equipment | |
| CN115753092A (en) | Method and system for identifying towering vibration of automobile transmission system by using natural frequency | |
| JP2003328850A (en) | Misfire determination value adjusting method and rotation power estimating method for internal combustion engine | |
| CN112197894A (en) | Method and system for acquiring average efficiency of gearbox based on whole vehicle | |
| feng Xia et al. | Multi-body dynamic analysis of driveline torsional vibration for an RWD vehicle | |
| CN113468661B (en) | Method for calculating torsional vibration isolation rate of unlocking and slip working condition of hydraulic torque converter and readable storage medium | |
| Crowther et al. | Development of a clunk simulation model for a rear wheel drive vehicle with automatic transmission | |
| Pavlov | Numerical simulation on the vibration of a vehicle drivetrain with dual mass flywheel | |
| JP2012251473A (en) | Misfire detection device for internal combustion engine | |
| CN115290344A (en) | Complete vehicle model for DCT vehicle type power performance simulation and construction method | |
| Hage et al. | Improving low frequency torsional vibrations NVH performance through analysis and test | |
| CN114925455A (en) | Flutter natural frequency calculation method of automobile transmission system | |
| CN112733070A (en) | Method for sensitively controlling low-speed rumble and gearbox knocking sound by using low-speed torsion | |
| Song et al. | Transmission path and influencing factors of abnormal broadband noise and vibration of the generator induced by the driveline | |
| Zhang | Parameter study and improvement of gearbox whine noise in electric vehicle | |
| Yoon et al. | Analysis of vibro-impacts in a torsional system under both wide open throttle and coast conditions with focus on the multi-staged clutch damper | |
| Shih et al. | Drivetrain noise and vibration troubleshooting | |
| KR101840400B1 (en) | Method of analyzing gear rattle of torsional system with multi-staged clutch damper in manual transmission under wide open throttle condition | |
| Li et al. | Modelling and measurement of transient torque converter characteristics | |
| Wang et al. | Design and torsional vibration analysis of a complex vehicle powertrain system test rig | |
| Tang et al. | Research on a multinode joint vibration control strategy for controlling the steering wheel of a commercial vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |