JP4520718B2 - Torsional vibration analysis method and program thereof - Google Patents

Description

  The present invention relates to a torsional vibration analysis method for a vehicle drive system and a program thereof that can reflect a change in characteristics during operation of a clutch disk.

  The torsional vibration of the vehicle drive system generated using the engine torque fluctuation as a vibration source is transmitted to the transmission side via the clutch disk, causing the rattling of the idle gear, and the vibration and noise associated with this. Causes sex decline. In order to suppress the transmission of this torsional vibration, measures to shift the resonance frequency of the torsional vibration from the practical vehicle speed range and measures to suppress the amplitude at the time of resonance below an allowable level have been implemented. Attempts have been made to optimize torsional angle-torque characteristics.

  At present, for the purpose of optimizing the torsional angle-torque characteristics of this clutch disk, the optimal torsional angle-torque characteristics of the clutch disk are predicted by simulation using a computer as described in Patent Document 1, and the actual vehicle The method of verifying with is generally performed.

  The method for determining the torsional angle-torque characteristics for a multi-stage clutch disk described in Patent Document 1 divides the drive system into two systems with the clutch disk as a boundary, and the clutch disk spring constant is determined as the torsional angle-torque characteristic of the clutch disk And a method of predicting torsional vibration of each part of the vehicle drive system by giving a predetermined value to the damping coefficient.

Japanese Patent No. 3358398 (Claim 1, FIG. 1)

  However, the simulation method described in Patent Document 1 does not take into account changes in characteristics due to the effect of centrifugal force during operation due to the structure of the clutch disk, changes in characteristics of the clutch disk after durability, etc. I couldn't predict well. Therefore, in the end, the actual condition was that the torsional angle-torque characteristics of the clutch disc were determined by repeating the driving experiment using the actual vehicle.

  Therefore, the problem to be solved by the present invention is torsion of a vehicle drive system that enables prediction of torsional vibration corresponding to the running state of the actual vehicle, such as the influence of centrifugal force due to rotation or change in clutch operating characteristics due to durability. It is to provide a characteristic determination method and its program.

Torsional vibration analysis method according to 請 Motomeko 1 divides the vehicle driving system into a plurality of systems, the equation of motion erected for each system, and simultaneous these equations of motion torsion perform torsional vibration analysis of the vehicle powertrain In the vibration analysis method, rotational speed-torque characteristics, engine explosion primary rotational speed-rotational speed fluctuation characteristics are measured from a vehicle drive system engine measurement test, and predetermined values are measured from a vehicle drive system clutch disk measurement test. Measure the crank fluctuation angle for each rotation speed-dynamic spring constant-torque characteristics, crank fluctuation angular speed for each predetermined rotation speed-damping coefficient-torque characteristics, and input the engine rotation speed to be analyzed for torsional vibration analysis Using the rotational speed-torque characteristics, calculating the torque output at the engine rotational speed, and using the rotational speed-rotational speed fluctuation characteristics Using the stage of calculating the rotational speed fluctuation at the engine rotational speed, calculating the crank fluctuation angle and the crank fluctuation angular speed from the rotational speed fluctuation, and the crank fluctuation angle-dynamic spring constant-torque characteristic corresponding to the engine rotational speed, Using the stage of calculating the dynamic spring constant of the clutch disk at the calculated torque and crank fluctuation angle, and the crank disk at the calculated torque and crank fluctuation angular speed using the crank fluctuation angular velocity-damping coefficient-torque characteristic corresponding to the engine speed. And calculating the torsional vibration analysis by applying the calculated dynamic spring constant and damping coefficient to the equation of motion.

According to the invention of claim 1 can be carried out one or more depending on the torque and rotational speed of the engine, the torsional vibration analysis reflects the dynamic spring constant and damping coefficient, which is a movement characteristic value of the clutch disc.

The torsional vibration analysis program according to claim 2 divides the vehicle drive system into a plurality of systems, sets up motion equations for each of the divided systems, and combines these motion equations to provide torsional vibration of the vehicle drive system. In a torsional vibration analysis program for causing a computer to execute analysis, an information storage unit of the computer includes a rotational speed-torque characteristic and a rotational speed-rotational speed fluctuation characteristic of an engine that supplies power to the vehicle drive system, and a clutch of the vehicle drive system The crank fluctuation angle-dynamic spring constant-torque characteristics and crank fluctuation angular speed-damping coefficient-torque characteristics for each predetermined engine speed of the disc are stored, and this computer stores predetermined motion characteristic values of each system, engine Enter the engine speed data consisting of the engine speed for each time subject to torsional vibration analysis Using the data input unit, the rotation speed-torque characteristics, the engine torque calculation section for calculating the torque data composed of the hourly torque corresponding to the engine rotation speed data, using the rotation speed-rotation speed fluctuation characteristics , A rotational speed fluctuation calculating unit for calculating rotational speed fluctuation data composed of rotational speed fluctuations corresponding to the engine rotational speed data, a crank fluctuation angle corresponding to the engine rotational speed data, a dynamic spring constant, and a torque characteristic. A dynamic spring constant calculating unit for calculating dynamic spring constant data composed of dynamic spring constants of the clutch disk corresponding to the calculated torque data and crank fluctuation angle data, and a crank corresponding to the engine rotational speed Using the fluctuating angular velocity-damping coefficient-torque characteristics, the calculated torque data and crank fluctuating angular velocity data A damping coefficient calculation unit that calculates damping coefficient data composed of the clutch disk damping coefficient corresponding to each time, a predetermined motion characteristic value of each system input by the input unit, engine rotation data, This is a torsional vibration analysis program for functioning as a torsional vibration analysis unit for analyzing the torsional vibration of a vehicle drive system by using the spring constant data and the damping coefficient data in combination and analyzing the equations of motion of each system.

According to the second aspect of the present invention, the torsional vibration analysis reflecting the dynamic spring constant and the damping coefficient, which are the motion characteristic values of the clutch disk, is performed using a computer according to the torque and rotational speed of one or more types of engines. be able to.

  According to the present invention, the torsional vibration analysis of the vehicle drive system can be performed by reflecting the motion characteristics at the time of operation of the clutch disk. Analysis including changes is possible. This makes it possible to analyze the torsional vibration of the vehicle drive system with high accuracy close to the actually measured value in a running state such as acceleration or deceleration of the actual vehicle.

  Embodiments of the present invention will be described in detail with reference to the accompanying drawings.

(Clutch disc model)
For example, FIG. 1A is a cross-sectional view of a clutch disk in the present embodiment, and FIG. 1B is a front view of the clutch disk. The clutch disk 1 shown in FIG. 1 is arranged on a spline hub 2 provided so as to be able to fit a spline to an input shaft that transmits power to a transmission (not shown), and a window provided on a flange portion of the spline hub 2. The torsion spring 3, the disk plates 4, 5 disposed at positions facing each other across the spline hub 2, the facing 6 provided on the outer periphery of the disk plate 5, and the spline hub 2 and the disk plates 4, 5. It is mainly composed of friction washers 7 and 8 interposed therebetween.

  The transmission of power from the engine flywheel to the mission input shaft via the clutch disk 1 will be described. The facing 6 provided on the outer periphery of the disk plate 5 is connected to a fly cover (not shown) by a clutch cover (not shown). By being pressed against the wheel, the rotational force of the flywheel is transmitted. The rotational force is transmitted to the input shaft that is spline-fitted to the spline hub 2 via the torsion spring 3 and the friction washers 7 and 8.

  Next, FIG. 2 is a diagram showing an analysis model when the simulation analysis of the torsional vibration of the clutch disk 1 shown in FIG. 1 is performed. As shown in FIG. 2, in the simulation analysis, the spring part by the torsion spring 3 that determines the vibration characteristics of the clutch disk 1 and the damping part by the friction washers 7 and 8 are connected in parallel, and the disk plates 4 and 5 The moment of inertia with the hub 2 is connected in series. According to the analysis model shown in FIG. 2, the torsional vibration characteristics of the clutch disk 1 include the inertia moment Id due to the weight of the disk plates 4, 5, the inertia moment In due to the weight of the spline hub 2, and the dynamic spring constant of the torsion spring 3. It can be seen that it is determined by Kd and the damping coefficient Ceq due to the frictional force of the friction washers 7 and 8.

(Clutch disk torsion angle-torque characteristics)
Next, the torsion angle-torque characteristics (hysteresis characteristics) of the clutch disk 1 of the present embodiment shown in FIG. 1 will be described. For example, FIG. 3 shows a torsion angle-torque characteristic when torque is applied with the clutch disk 1 shown in FIG. 1 fixed. In FIG. 3, the value indicated by the solid line represents the torsional characteristic of the clutch disk 1 in a new state, that is, the initial state. Moreover, the value shown with a broken line represents the torsional characteristic of the clutch disk 1 after running durability. Here, the upper value of the initial torsional angle-torque characteristic indicated by the solid line and the upper value of the torsional angle-torque characteristic after the durability indicated by the broken line overlap with each other because they are substantially the same value. According to the torsional angle-torque characteristics shown in FIG. 3, the solid line and the broken line are drawn close to each other, and in the static state where the clutch disk 1 is fixed, the torsional characteristics of the clutch disk 1 at the initial stage and after the durability are obtained. You can see that there is no big change.

  Next, FIG. 4 shows a twist angle-torque characteristic when torque is applied while the clutch disk 1 shown in FIG. 1 is rotated at 4,000 rpm. In the torsion angle-torque characteristic shown in FIG. 4 as well, the value indicated by the solid line represents the torsion characteristic of the initial clutch disk 1 as in the torsion angle-torque characteristic of FIG. Moreover, the value shown with a broken line represents the torsional characteristic of the clutch disk 1 after running durability. According to the initial torsional angle-torque characteristics of the clutch disk 1 shown by the solid line in FIG. 4, the hysteresis torque is larger than that measured in the fixed state shown in FIG. It can be seen that the difference between the top and bottom of the loop is wide.

  Further, it can be seen that the torsional characteristics after the durability and the durability of the clutch disk 1 shown in FIG. 4 are greatly different, and the hysteresis torque after the durability is increased. This is because the frictional force increases due to the torsion spring 3 being pressed against the outer peripheral side of the disk plates 4 and 5 and the outer peripheral side of the spline hub 2 due to the centrifugal force accompanying the rotation of the clutch disk 1. It is thought that there is.

  In the conventional torsional vibration analysis method, as described above, although the operating conditions such as the rotational speed and the torsional angle-torque characteristics of the clutch disk 1 are different between the initial state and the endurance state, they are constant characteristics. Assuming that fixed values are used, it was difficult to perform highly accurate analysis. In the torsional vibration analysis method of the present embodiment, the dynamic spring constant Kd representing the characteristics of the clutch disk 1 and the damping coefficient Ceq are calculated from the measured values using the clutch disk 1 in the actual operating state, and this dynamic spring constant. By applying Kd and the damping coefficient Ceq to the torsional vibration analysis of the prior art and executing it, a highly accurate analysis is made possible.

(Calculation of dynamic spring constant and damping coefficient)
Next, the process of creating the dynamic spring constant MAP and the damping coefficient MAP used in determining the dynamic spring constant Kd and damping coefficient Ceq of the clutch disk 1 in the torsional vibration analysis method of the present embodiment will be described.

  For example, FIG. 5 is a diagram showing a torsion angle-torque characteristic in an operating state in which the clutch disk 1 is actually incorporated in a drive system to be analyzed for torsional vibration, the engine is operated, and power is transmitted to the clutch disk 1. . It is also possible to artificially create this operating condition and measure the torsion angle-torque characteristic of the clutch disk 1 as an operating state.

  Next, a method for obtaining the dynamic spring constant Kd and the damping coefficient Ceq of the clutch disk 1 from the torsion angle-torque characteristics shown in FIG. First, a method for obtaining the dynamic spring constant Kd of the clutch disk 1 will be described. Since the dynamic spring constant Kd [Nm / deg] of the clutch disk 1 in the operating state is represented by the slope of the arrow indicated by the broken line in FIG. 5, the dynamic spring constant Kd is expressed by the following formula (1).

  Here, Ks [Nm / deg] represents a static spring constant measured in a state where the clutch disk 1 is not rotated. H [Nm] represents the hysteresis torque, and A [deg] represents the crank fluctuation angle.

  Next, the damping coefficient Ceq [Nm · s / deg] of the clutch disk 1 is expressed by the following formula (2).

  Here, S [Nm · deg] represents the area surrounded by the hysteresis loop, and ω [deg / s] represents the crank angular velocity. From the above, the dynamic spring constant Kd and damping coefficient Ceq of the initial clutch disk 1 under these operating conditions can be obtained.

  FIG. 6 shows the dynamic spring constant Kd [Nm / deg] of the clutch disk 1 with respect to the crank fluctuation angle A [deg] measured at each rotation speed of 1,000 rpm. According to the dynamic spring constant for each rotational speed shown in FIG. 6, it can be seen that the dynamic spring constant increases as the rotational speed increases.

  FIG. 6 shows the crank fluctuation angle-dynamic spring constant characteristics when a predetermined engine torque is applied to the clutch disc 1, but in this embodiment, the torsional vibration of a vehicle drive system using a plurality of types of engines is shown. In order to analyze the above, a measurement test is performed on the clutch disk 1 as a single unit, and a crank fluctuation angle, a dynamic spring constant, and a torque characteristic when the torque and the engine speed are changed are measured and used. Hereinafter, the crank fluctuation angle-dynamic spring constant-torque characteristic for each engine speed is referred to as a dynamic spring constant MAP.

  FIG. 7 shows the damping coefficient Ceq [Nm · s / deg] of the clutch disk 1 with respect to the crank fluctuation angular velocity Aω [deg / s] measured at every rotation speed of 1000 rpm. Similarly, as the rotation speed increases, It can be seen that the dynamic spring constant also increases.

  Although FIG. 7 shows the crank fluctuation angular velocity-damping coefficient characteristics when a predetermined engine torque is applied to the clutch disk 1, in this embodiment, the torsional vibration of a vehicle drive system using a plurality of types of engines is shown. For the purpose of analysis, a measurement test of the clutch disk 1 alone is performed, and the crank fluctuation angular velocity-damping coefficient-torque characteristics when the torque and the engine speed are changed are measured and used. Hereinafter, the graph of the crank fluctuation angular speed-damping coefficient-torque characteristic for each engine speed is referred to as a damping coefficient MAP.

  The torsional vibration analysis of the present embodiment is performed in the vehicle drive system using the clutch disk 1 in the initial state, and the dynamic spring constant MAP and the damping coefficient MAP described above are the initial values of the clutch disk 1. It represents the value in the state. Therefore, when the torsional vibration analysis of the vehicle drive system using the clutch disk 1 after durability is performed, the analysis is performed using the dynamic spring constant MAP and the damping coefficient MAP created using the clutch disk 1 after durability. become.

(Torsional vibration analysis method)
Next, a torsional vibration analysis method for a vehicle drive system using the dynamic spring constant MAP and damping coefficient MAP of the clutch disk 1 created by the above-described procedure will be described in detail.

  For example, FIG. 8 is a diagram illustrating a torsional vibration model used in the torsional vibration analysis method of the present embodiment. In the torsional vibration analysis model of the present embodiment shown in FIG. 8, for example, engine torque generated in a four-cylinder reciprocating engine is transmitted from the engine to the clutch disc shown in FIG. Is transmitted from the input shaft in the transmission to the countershaft via the gear, and from the differential to the tire that is the drive wheel via the driveshaft suspended from the vehicle body so as to be able to rotate and slide. Is modeled.

  In the torsional vibration analysis model shown in FIG. 8, when the equation of motion is established, the following group of equations is obtained.

Here, the subscripts of the moment of inertia I _* , the torsional rigidity K _*, and the damping coefficient C _* indicate the position of each element, E is the engine, FW is the flywheel, IS is the input shaft, GS is the shift gear, CS is The countershaft, GF represents the final gear, Diff represents the differential, DS represents the drive shaft, and V represents the vehicle body.

Θ _* [deg] is the torsional angular displacement, I _* [N · m · s ² ] is the moment of inertia, K _* [Nm / deg] is the torsional rigidity, and C _* [Nm · s / deg] is Each attenuation coefficient is represented. The following relationship holds between these moments of inertia I _* .

Here, i [−] represents the gear ratio in the mission, and i _f [−] represents the gear ratio in the differential. Further, the following relationship holds between the torsional rigidity K _* .

By solving the equation of motion shown in Equation (3), the torsional vibration analysis of the vehicle drive system can be performed. In the present embodiment, the values of the torsional stiffnesses K _IS , K _GS , K _CS , K _GF , K _Diff , K _{DS and} the value of the drive shaft damping coefficient C _DS are the initial values of the torsion according to the prior art. Similar to the vibration analysis, a predetermined value (fixed value) is given. Further, the dynamic spring constant K _d and the damping coefficient C _eq of the clutch disk are obtained by using the dynamic spring constant MAP and the damping coefficient MAP as input values of the engine rotational speed, the rotational speed fluctuation, and the engine torque. Calculated and input. The process of calculating the dynamic spring constant K _d and damping coefficient C _eq of the clutch disk 1 will be described in detail in a torsional vibration analysis program described later.

(Torsional vibration analysis program)
Next, for example, FIG. 9 is a functional block diagram in a case where a torsional vibration analysis program is executed by a computer in order to implement the torsional vibration analysis method of the present embodiment using the computer. Hereinafter, a computer that executes the torsional vibration analysis program of the present embodiment is referred to as a torsional vibration analysis device 50. The torsional vibration analysis device 50 includes a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a hard disk drive, a keyboard, a mouse, a display, and the like, and is typically realized by a personal computer. The The torsional vibration analysis program of the present embodiment is stored in the hard disk drive of the torsional vibration analysis device 50, expanded in the RAM, and executed by the CPU.

  Next, a functional block diagram of the torsional vibration analyzing apparatus 50 shown in FIG. 9 will be described in correspondence with the functions of the computer. The data input unit 51 of the torsional vibration analysis device 50 of the present embodiment includes the rotational speed data of the engine of the vehicle drive system that is the target of the torsional vibration analysis, the torsional rigidity of the shaft and gear other than the clutch disk 1, and the damping. It has a function of inputting coefficients, moments of inertia, etc., and is a file input interface via a keyboard, mouse or network. The dynamic spring constant MAP 52 of the clutch disk 1, the engine torque MAP 53 that is the engine rotational speed-torque characteristic, the damping coefficient MAP 54 of the clutch disk 1, and the rotational speed fluctuation MAP 55 that is the engine rotational speed-rotational speed fluctuation characteristic The torsional vibration analyzer 50 is previously measured and stored in the hard disk drive.

  The engine torque MAP 53 records output torque characteristics with respect to the engine rotation speed of the engine of the vehicle drive system to be subjected to torsional vibration analysis. Further, the rotational speed fluctuation MAP55 records the characteristics of the explosion primary engine rotational speed fluctuation with respect to the engine rotational speed.

  Next, the arithmetic processing unit 56 of the torsional vibration analysis device 50 calculates an engine torque calculation unit 57 that calculates engine torque, a rotation speed variation calculation unit 58 that calculates rotation speed variation, and a dynamic spring constant of the clutch disk 1. A dynamic spring constant calculating unit 59 that performs the damping coefficient calculating unit 60 that calculates the damping coefficient of the clutch disk 1, data sent from the four calculating units described above, and the clutch disk 1 other than the clutch disk 1 input to the data input unit 51. A torsional vibration analysis unit 61 that performs torsional vibration analysis by solving the equation of motion shown in Equation (3) using torsional rigidity of shafts, gears, etc., damping coefficient, and moment of inertia data. Composed. The arithmetic processing unit 56 is realized by developing a torsional vibration analysis program in the RAM and executing it by the CPU.

  Further, the analysis result output unit 62 has a function of outputting a torsional vibration analysis result output by the torsional vibration analysis unit 61, and is an interface for file output to a display, a printer, and a hard disk drive.

  Next, for example, FIG. 10 is a flowchart showing a process of performing torsional vibration analysis of the vehicle drive system using the torsional vibration analyzing apparatus 50. The process of torsional vibration analysis will be described in detail with reference to FIG. 10 (see FIG. 9 as appropriate).

  First, the torsional rigidity, damping coefficient, moment of inertia, etc. of shafts and gears other than the clutch disk 1 used in the torsional vibration analysis are input from the data input unit 51 as initial values (step S200). Next, the engine rotational speed data of the vehicle drive system to be subjected to torsional vibration analysis is input (step S201). Here, the engine rotation speed data is engine rotation speed data in an arbitrary time interval to be analyzed.

  In step S201, when engine rotational speed data is input, torque data representing fluctuations in engine torque according to the engine rotational speed included in the engine rotational speed data is used using the engine torque MAP 53 stored in the hard disk drive. Calculate (step S202). In parallel with step S202, the rotational speed fluctuation is calculated using the rotational speed fluctuation MAP55 (step S203). Here, the torque data calculation subroutine shown in step S202 and the rotation speed fluctuation calculation subroutine shown in step S203 will be described in detail.

  For example, FIG. 11 is a flowchart illustrating a subroutine for calculating torque data in step S202. According to the flowchart shown in FIG. 11, first, in step 201, when the engine speed data input to the data input unit 51 of the torsional vibration analyzer 50 is acquired (step S250), the engine output torque with respect to the engine speed. The engine torque corresponding to the engine rotational speed at each time is calculated by the engine torque MAP 53 indicated by (step S251). Then, the calculated engine torque is totaled and output to the subsequent step as torque data for the time section to be analyzed (step S252).

  Next, for example, FIG. 12 is a flowchart for explaining a subroutine for calculating the rotational speed fluctuation in step S203. According to the flowchart shown in FIG. 12, first, in step 201, when the engine rotational speed data input to the data input unit 51 of the torsional vibration analyzer 50 is acquired (step S260), the rotational speed fluctuation with respect to the engine rotational speed is obtained. Using the illustrated rotational speed variation MAP55, a rotational speed variation corresponding to the engine rotational speed at each time is calculated (step S261). Then, the crank fluctuation angle and the crank fluctuation angular speed are calculated using the calculated rotation speed fluctuation (step S262). Here, a method for calculating the crank fluctuation angle and the crank fluctuation angular speed from the rotation speed fluctuation in step S262 will be described.

  Assuming that the engine rotation speed at a certain time is R [rpm] and the rotation speed fluctuation corresponding to the rotation speed R calculated in step S261 is B [rpm], the crank fluctuation angle A [deg] is expressed by the following mathematical formula. It is represented by (6).

  In the present embodiment, if the vehicle drive system engine to be subjected to torsional vibration analysis is a four-cylinder reciprocating engine, the crank angular velocity ω [deg / s] is expressed by the following equation (7).

  Since the crank fluctuation angular velocity can be expressed by the product of the crank fluctuation angle A [deg] and the crank angular velocity ω [deg / s], the crank fluctuation angular velocity Aω [deg / s] is obtained.

  Finally, the crank fluctuation angle and the crank fluctuation angular velocity calculated in step S262 are totaled and output to the subsequent step as crank fluctuation angle data and crank fluctuation angular velocity data for the time section to be analyzed (step S263).

  Returning to FIG. 10 again, the torque data output in step S202 and the crank fluctuation angle data output in step S203 are input to the dynamic spring constant data calculation subroutine, and the dynamic spring constant Kd of the clutch disk 1 is input. [Nm / deg] is calculated (step S204). The torque data output in step S202 in parallel and the crank fluctuation angular velocity data output in step S203 are input to a damping coefficient calculation subroutine, and the damping coefficient Ceq [Nm · s / deg] of the clutch disk 1 is input. ] Is calculated (step S205).

  Here, the dynamic spring constant data calculation subroutine shown in step S204 and the damping coefficient data calculation subroutine shown in step S205 will be described in detail. For example, FIG. 13 is a flowchart illustrating a subroutine for calculating dynamic spring constant data in step S204. According to the flowchart shown in FIG. 13, first, in step 201, engine rotational speed data input to the data input unit 51 of the torsional vibration analyzing apparatus 50 is acquired (step S270). Then, torque data and crank variation angle data are acquired from the previous steps S202 and S203 (step S271). Next, the torsional vibration analyzing apparatus 50 selects a dynamic spring constant MAP corresponding to the engine rotational speed at each time in the engine rotational speed data acquired in step S270 (step S272). Based on the selected dynamic spring constant MAP, the dynamic spring constant of the clutch disk 1 corresponding to the torque and crank fluctuation angle at that time is calculated (step S273). Finally, the calculated dynamic spring constants are aggregated and output to the subsequent step as dynamic spring constant data for the time interval to be analyzed (step S274).

  Next, for example, FIG. 14 is a flowchart illustrating a subroutine for calculating attenuation coefficient data in step S205. According to the flowchart shown in FIG. 14, first, in step 201, engine rotational speed data input to the data input unit 51 of the torsional vibration analyzing apparatus 50 is acquired (step S280). Then, torque data and crank fluctuation angular velocity data are acquired from steps S202 and S203 in the previous stage (step S281). Next, the torsional vibration analyzing apparatus 50 selects a damping coefficient MAP corresponding to the engine rotational speed at each time in the engine rotational speed data acquired in step S280 (step S282). Based on the selected damping coefficient MAP, the damping coefficient of the clutch disk 1 corresponding to the torque and crank fluctuation angular velocity at that time is calculated (step S283). Finally, the calculated attenuation coefficients are aggregated and output to the subsequent step as attenuation coefficient data for the time section to be analyzed (step S284).

  Returning to FIG. 10, the dynamic spring constant data of the clutch disk 1 output by the subroutine of step S204 and the damping coefficient data of the clutch disk 1 output by the subroutine of step S205 are the torsional vibration analysis subroutine (step S206). ). In the torsional vibration analysis subroutine in step S206, the torsional rigidity and damping coefficient of the shaft and gear other than the clutch disk 1 input in step S200, the engine rotational speed data input in step S201, and the step S204. The torsional vibration is obtained by substituting the output dynamic spring constant data of the clutch disk 1 and the damping coefficient data of the clutch disk 1 output in step S205 into the group of equations of motion expressed by Equation (3) and solving them. Perform analysis. As a method used in the torsional vibration analysis subroutine in step S206, the method shown in Patent Document 1 or a conventionally known method can be used.

  The analysis result calculated in the torsional vibration analysis subroutine in step S206 is output from the analysis result output unit 62 of the torsional vibration analysis device 50 (step S207). As an output method of the analysis result, various forms such as outputting to a display, printing from a printer, and outputting via a network in a file format can be used.

  Next, the result of simulating the torsion analysis model shown in FIG. 8 using the torsional vibration analysis method of the present embodiment will be described. FIG. 15 is a diagram illustrating a result of torsional vibration analysis of the transmission unit during acceleration, and FIG. 16 is a diagram illustrating a result of torsional vibration analysis of the transmission unit during deceleration. In FIGS. 15 and 16, the value represented by a thick solid line represents the simulation result by the torsional vibration analysis method of the present embodiment, and the thin solid line represents the result of actually measuring the torsional vibration using the vehicle. . Moreover, the drawings represented by broken lines represent actual measurement values obtained by measuring torsional vibrations in the engine.

  15 and 16, the simulation result by the torsional vibration analysis method of the present embodiment and the actual measurement value measured using the actual vehicle are close to each other, regardless of whether the vehicle is accelerating or decelerating. It can be seen that the torsional vibration is accurately simulated by the form of torsional vibration analysis method.

  As described above, many items are specifically described in the embodiment described above. However, these are examples for explaining the present invention, and the present invention can be implemented with various modifications. Is possible. For example, in the present embodiment, the clutch disk is measured and tested as a single unit, and the crank fluctuation angle-dynamic spring constant-torque characteristics and crank fluctuation angular speed-damping coefficient-torque characteristics are used so that it can cope with various engine output torques. However, it is also possible to measure the torsional angle-torque characteristics by attaching the clutch disk to the vehicle drive system engine to be analyzed. By measuring with this method, the measured value reflects the actual engine torque, so that the torque data calculation unit can be omitted, and the torsional vibration analysis process can be simplified.

  Further, the torsional vibration analysis device described in the present embodiment may be combined with a device for measuring torsional vibration. As a result, the dynamic spring constant MAP and the damping coefficient MAP can be created with a single device, and analysis and verification can be performed at the same place in an actual vehicle drive system.

  Further, in the torsional vibration analysis apparatus of the present embodiment, the hard disk drive is configured to store the dynamic spring constant MAP and damping coefficient MAP of a specific clutch disk, but the dynamic spring constant MAP and damping of a plurality of types of clutch disks. The coefficient MAP, the dynamic spring constant MAP and the damping coefficient MAP of the clutch disk corresponding to the durability history, and the like may be stored, and these may be selected to perform torsional vibration analysis when an initial value is input. As a result, the torsional vibration analysis of a plurality of types of clutch disks having different states can be performed with a single torsional vibration analyzer. Therefore, the present invention is defined by the technical ideas described in the claims.

(A) It is sectional drawing of a clutch disc. (B) It is a front view of a clutch disk. It is a figure showing the analysis model of a clutch disk. It is a figure showing the torsion angle-torque characteristic of a clutch disk when not rotating. It is a figure showing the torsion angle-torque characteristic of the clutch disc when it is rotating. It is a figure showing the torsion angle-torque characteristic of the clutch disc in the operating state. It is a figure showing the dynamic spring constant in an operation state. It is a figure showing the damping coefficient in an operation state. It is a figure explaining the drive system torsional vibration analysis model reflecting the characteristic of the operating state. It is a functional block diagram of a drive system torsional vibration analyzer It is a flowchart of a drive system torsional vibration analysis program. It is the flowchart explaining the process of torque data calculation in detail. It is the flowchart explaining in detail the process of crank fluctuation angle data and crank fluctuation angular velocity data calculation. It is the flowchart explaining in detail the process of dynamic spring constant data calculation. It is the flowchart explaining in detail the process of attenuation coefficient data calculation. It is a figure showing the result of the transmission torsional vibration analysis at the time of acceleration. It is a figure showing the result of a transmission torsional vibration analysis at the time of deceleration.

Explanation of symbols

1 Clutch disk 50 Torsional vibration analyzer 52 Dynamic spring constant MAP
54 Damping coefficient MAP
59 Dynamic spring constant calculation unit 60 Damping coefficient calculation unit 61 Torsional vibration analysis unit

Claims (2)

In a torsional vibration analysis method in which a vehicle drive system is divided into a plurality of systems, an equation of motion is established for each system, and the torsional vibration analysis of the vehicle drive system is performed by combining the equations of motion.
The rotational speed-torque characteristics and rotational speed-rotational speed fluctuation characteristics of the engine of the vehicle drive system are measured, and the crank fluctuation angle-dynamic spring constant-torque characteristics and predetermined characteristics for each predetermined rotational speed of the clutch disk of the vehicle drive system. Measuring the crank fluctuation angular velocity-damping coefficient-torque characteristics for each rotation speed of
Inputting an engine rotational speed to be analyzed in the torsional vibration analysis;
Calculating torque output at the engine speed using the rotation speed-torque characteristic;
Calculating a rotational speed fluctuation at the engine rotational speed using the rotational speed-rotational speed fluctuation characteristic, and calculating a crank fluctuation angle and a crank fluctuation angular speed from the rotational speed fluctuation;
Calculating the dynamic spring constant of the clutch disk at the torque and the crank fluctuation angle using the crank fluctuation angle-dynamic spring constant-torque characteristic corresponding to the engine rotation speed;
Calculating a damping coefficient of the clutch disk at the torque and the crank fluctuation angular speed using the crank fluctuation angular speed-damping coefficient-torque characteristic corresponding to the engine rotation speed;
Applying torsional vibration analysis by applying the dynamic spring constant and the damping coefficient to the equation of motion;
A torsional vibration analysis method comprising: In a torsional vibration analysis program that divides a vehicle drive system into a plurality of systems, sets up an equation of motion for each of the divided systems, and causes the computer to execute torsional vibration analysis of the vehicle drive system by combining the equations of motion.
The information storage unit of the computer includes a rotation speed-torque characteristic and a rotation speed-rotation speed fluctuation characteristic of an engine that supplies power to the vehicle drive system, and a crank for each predetermined engine rotation speed of the clutch disk of the vehicle drive system. Fluctuation angle-dynamic spring constant-torque characteristics and crank fluctuation angular velocity-damping coefficient-torque characteristics are stored,
In the computer,
A data input unit for inputting predetermined motion characteristic values of each system and engine rotational speed data composed of engine rotational speeds for each time to be analyzed for torsional vibration of the engine;
An engine torque calculation unit for calculating torque data composed of torque for each time corresponding to the engine rotation speed data, using the rotation speed-torque characteristics;
A rotational speed fluctuation calculating unit that calculates rotational speed fluctuation data composed of rotational speed fluctuations corresponding to the engine rotational speed data and corresponding to the engine rotational speed data using the rotational speed-rotational speed fluctuation characteristics;
Using the crank fluctuation angle-dynamic spring constant-torque characteristic corresponding to the engine rotational speed data, it is composed of the dynamic spring constant of the clutch disk corresponding to the torque data and the crank fluctuation angle data for each time. A dynamic spring constant calculation unit for calculating dynamic spring constant data
Using the crank fluctuation angular velocity-damping coefficient-torque characteristic corresponding to the engine rotation speed, a damping coefficient composed of the damping coefficient of the clutch disk for each time corresponding to the torque data and the crank fluctuation angular velocity data. An attenuation coefficient calculation unit for calculating data;
Using the predetermined motion characteristic value of each system input from the input unit, the engine rotation data, the dynamic spring constant data, and the damping coefficient data, the motion equation is simultaneously used to generate the vehicle drive system. Torsional vibration analysis unit for torsional vibration analysis of
Torsional vibration analysis program to function as

Images