KR19980056819A - Torsional Vibration Analysis Device of Power Transmission System of Automobile - Google Patents

Abstract

The present invention relates to a power transmission system torsional vibration analysis device for an automobile, wherein the engine unit 10, the clutch disk unit 15 and the gear box unit 20, the analysis unit, the engine unit 10 is an engine Integrator 10a that receives torque T (t), integrator 10b that integrates output θ1 of calculator 10a, and output θ'1 of integrator 10b again. And an integrator 10c for outputting a rotation angle displacement θ1, and the clutch disc unit 15 receives the output θ'1 of the integrator 10b and outputs the hysteresis torque Hp of the clutch. And a calculator 15b for receiving the output θ1 of the integrator 10c and outputting torsional stiffness data Kp, wherein the gearbox unit 20 includes a resistance torque D ( t)), the calculator 20a for calculating the hysteresis torque Hp and the torsional stiffness data Kp of the clutch and the output θ2 of the calculator 20a are integrated. Includes an integrator 20b and an integrator 20c that integrates the output θ'2 of the integrator 20b again and outputs a rotation angle displacement θ2. According to the present invention, the torsional characteristics of the clutch can be measured by simulating the torsional vibration in the power transmission system during idling of the vehicle by analyzing the optimum torsional rigidity Kp and the hysteresis torque Hp of the clutch.

Description

Torsional vibration analysis device for power transmission system of automobile.

The present invention relates to an apparatus for analyzing torsional vibration of a power train of an automobile, and in particular, equalizes a power transmission path of an automobile to elements of an engine-transmission-tire-body and connects the equivalent elements to a torsion spring or damper. The present invention relates to an apparatus for analyzing a power transmission system of a vehicle which reduces torsional vibration in the power transmission system during engine idle by analyzing power transmission system torsion characteristics.

Reduction of various types of vibrations and noises generated during idling or driving of an engine in a passenger car has become an important problem in the riding comfort and vehicle safety. These noises and vibrations are mainly generated in the process in which the aperiodic fluctuations of torque generated in the engine are transmitted to the wheels through the clutch, the transmission and the drive shaft.

The clutch not only transmits or cuts power, but also reduces the noise and vibration generated by the engine and transmission. Therefore, there are many ways to reduce the rattling noise of the transmission and the torsional vibration of the power train due to the aperiodic torque fluctuations of the engine, but by appropriately adjusting the design factors of the torsion mechanism of the clutch disc. A method of reducing the torsional vibration transmitted to the input gear of the transmission is generally performed.

Creeping refers to a state in which a passenger car runs at the minimum speed close to the engine idle speed without stepping on the accelerator pedal. At this time, the resistance torque acting on the transmission increases as a result of driving at the minimum speed. The operating area of the disk moves from the pre-damper area to the main-damper area so that the angular speed fluctuation of the flywheel due to the fluctuation of the engine torque can no longer be effectively blocked in the clutch disk, so the gear stage The angular velocity fluctuations of the flywheel, which increase with increasing, are transmitted to the transmission input shaft without damping. This increases the angular velocity fluctuation of the transmission input shaft, which causes the gear struck. Recently, due to the increase in traffic, passengers are traveling at low speeds, and vibration and noise problems occurring at the lowest speed are also important issues.

In order to solve the above-mentioned conventional problems, the present invention models the power transmission path of an automobile to be equivalent to those of an engine-transmission-tire-body and connects the equivalent elements to a torsion spring or damper. By analyzing the torsional characteristics of the power transmission system, a power transmission system analyzing apparatus for automobiles is provided which reduces the torsional vibration in the power transmission system during engine idle.

The present invention for achieving the above object is an analysis device comprising an engine portion, a clutch disk portion and a gear box portion, the engine portion of the calculator receiving the engine torque, the integrator to integrate the output of the calculator, and the And an integrator for outputting rotation angle displacement by integrating the output again, wherein the clutch disk unit receives an output of the integrator and outputs hysteresis torque of the clutch, and receives an output of the integrator and outputs torsional stiffness data. And a calculator, wherein the gearbox unit calculates resistance torque, hysteresis torque of the clutch and torsional stiffness data, an integrator that integrates the output of the calculator, and outputs the rotation angle displacement by integrating the output of the integrator again. It characterized in that it comprises an integrator.

1 is a block diagram of a power transmission system torsional vibration analysis device for a vehicle according to the present invention.

FIG. 2 is a detailed configuration diagram of FIG. 1. FIG.

3 is a graph of torsion characteristics of the clutch disk unit of FIG. 1;

* Explanation of symbols for main parts of the drawings

10 engine portion 15 clutch disc portion

20: gear box part T (t): engine torque

D (t): Drag torque of transmission

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

As shown in FIG. 1, a power transmission system torsional vibration analyzing apparatus of an automobile according to the present invention receives an engine torque T (t) and receives rotation angle displacement θ1 and mass J1 of an engine flywheel. An engine portion 10 having a clutch disc portion 15 connected to the engine portion 10 and having a torsional rigidity Kp and hysteresis f (h) of the clutch hub damper, and the clutch disc portion ( 15) and a gearbox part 20 which receives the drag torque D (t) of the transmission with the rotation angle displacement θ2 and the mass J2 of the input gear.

Referring to FIG. 2, the engine unit 10 includes an operator 10a that receives engine torque T (t), an integrator 10b that integrates the output θ1 of the operator 10a, and And an integrator 10c which integrates the output θ'1 of the integrator 10b again and outputs the rotation angle displacement θ1.

The clutch disk unit 15 receives an output θ'1 of the integrator 10b and outputs a calculator 15a for outputting the hysteresis torque Hp of the clutch, and an output θ1 of the integrator 10c. It includes a calculator (15b) for receiving the input to output the torsional stiffness data (Kp).

The gear box unit 20 includes a calculator 20a for calculating the resistance torque D (t), the hysteresis torque Hp and the torsional stiffness data Kp of the clutch, and an output θ2 of the calculator 20a. ) And an integrator 20c that integrates the output? '2 of the integrator 20b again and outputs a rotation angle displacement? 2.

In the above, the mass J1 of the engine unit 10 is expressed by the equivalent inertia of the engine including the engine flywheel, the clutch cover, the crankshaft, and the connecting rod, and the mass J2 of the gearbox unit 20. ) Is expressed as the body's equivalent inertia to the transmission input shaft.

The clutch 15 is implemented as a damper having a torsion spring or a damping coefficient having a predetermined rigidity.

Referring to the power transmission system analysis device for a vehicle according to the present invention configured as described above in more detail, the analysis device of Figure 1 is operated according to the equation of motion of the following equation (1), (2).

J1θ1 + f (h) + Kp (θ1-θ2) = T (t) ------- (1).

J2θ2-f (h)-Kp (θ1-θ2) = -D (t) ------ (2).

The torsion characteristic Kp of the clutch disc part 15 obtained by the analyzer of FIGS. 1 and 2 is as shown in the graph of FIG.

The hysteresis torque f (h) is expressed by the following equation (3).

f (h) =

Hp / 2, θ'1-θ'2 0

-Hp / 2, θ'1-θ'2 0 -------- (3).

Where Hp is the hysteresis torque of the clutch.

On the other hand, the engine torque T (t) is expressed by the following equation (4).

T (t) = A sin (2ωt) + B sin (4ωt) ------- (4).

Where ω is the engine fundamental frequency

A: size of secondary component

B: size of the fourth-order component

In the above, the moment of inertia of the engine is considerably larger than that of other elements. This means that vibrations in the engine are the same whether the engine rotates with the input shaft of the transmission through the clutch or not. Thus, the engine can be considered as a single vibrator. At this time, the fluctuation component T (t) excited in the engine can be developed as a Fourier series having an nth harmonic term as a function of the rotation angle of the crank arm. In a four-cylinder four-cycle engine, the crank completes two cycles in one revolution. Therefore, the Fourier series of engine torque can be expressed by the 2n order harmonic. However, since the sixth harmonic term has little effect on the torsional vibration, the engine torque T (t) can be assumed here considering the torque having only the second and fourth harmonic terms.

According to the power transmission system analysis device of a vehicle operated according to the above equations (1)-(2), the torsional vibration at the time of idling of the vehicle can be obtained by obtaining the optimum torsional rigidity (Kp) and the hysteresis torque (Hp) of the clutch. Can be measured and calculated by simulation.

As described above, the present invention analyzes the torsional characteristics of the clutch by obtaining the optimum torsional rigidity (Kp) and the hysteresis torque (Hp) of the clutch, thereby simulating the effect that can be measured by simulating the torsional vibration in the power train during idling of the vehicle. Have

Claims (1)

An engine part 10 having an engine torque T (t) and having a rotation angle displacement θ1 and a mass J1 of an engine flywheel, and a torsional rigidity connected to the engine part 10. Kp) and a clutch disc portion 15 having hysteresis f (h) of the clutch hub damper, connected to the clutch disc portion 15, and having a rotation angle displacement θ2 and a mass J2 of the input gear. In the analysis device consisting of a gear box portion 20 for receiving the drag torque (D (t)) of the transmission, the engine unit 10 and the calculator (10a) for receiving the engine torque (T (t)) and The integrator 10b for integrating the output θ1 of the calculator 10a and the integrator 10c for integrating the output θ'1 of the integrator 10b and outputting the rotation angle displacement θ1. The clutch disk unit 15 includes an operator 15a for receiving the output θ'1 of the integrator 10b and outputting the hysteresis torque Hp of the clutch, and the output of the integrator 10c ( input θ1) And a calculator 15b for outputting torsional stiffness data Kp, wherein the gearbox portion 20 includes resistance torque D (t), hysteresis torque Hp of the clutch and torsional stiffness data Kp. The integrator 20a that calculates, the integrator 20b that integrates the output θ2 of the calculator 20a, and the output θ'2 of the integrator 20b, are integrated again to rotate the rotation angle displacement θ2. Torsional vibration analysis device for a power train of an automobile including an integrator (20c) for outputting the.