WO2023124045A1

WO2023124045A1 - Vibration damping method, apparatus and device for engine crankshaft, and medium and program product

Info

Publication number: WO2023124045A1
Application number: PCT/CN2022/108218
Authority: WO
Inventors: 吴永强; 徐志远; 刘赵强; 陈龙; 高瑞英; 王春英; 陈群
Original assignee: 潍柴动力股份有限公司
Priority date: 2021-12-29
Filing date: 2022-07-27
Publication date: 2023-07-06
Also published as: CN114297799A

Abstract

A vibration damping method, apparatus and device for an engine crankshaft, and a medium and a program product. The method comprises: acquiring a torsional vibration characteristic curve of a crankshaft of an engine, wherein the torsional vibration characteristic curve is used for describing a correlation between torsional vibration amplitudes of a free end of the crankshaft and rotation speeds of the engine under a plurality of preset harmonic orders; on the basis of the torsional vibration characteristic curve, acquiring a target torsional vibration amplitude of the crankshaft at a preset operation rotation speed of the engine, wherein the target torsional vibration amplitude is the maximum value of the torsional vibration amplitudes corresponding to the preset operation rotation speed under the plurality of preset harmonic orders in the torsional vibration characteristic curve; and determining a vibration damping strategy of the crankshaft of the engine according to the target torsional vibration amplitude and the position of the preset operation rotation speed in the torsional vibration characteristic curve, so as to increase or reduce the number of inertia blocks of the crankshaft on the basis of the vibration damping strategy. A torsional vibration characteristic curve is analyzed, and vibration damping is performed on a crankshaft on the basis of inertia blocks, thereby reducing the vibration damping cost; and the service life of the inertia blocks is relatively long, thereby improving the stability of vibration damping.

Description

Vibration reduction method, device, equipment, medium and program product for engine crankshaft

This application claims the priority of the Chinese patent application submitted to the China Patent Office on December 29, 2021, with the application number 202111646254.7, and the title of the invention is "Method, device, equipment, medium and program product for vibration reduction of engine crankshaft", all of which The contents are incorporated by reference in this application.

technical field

The present application relates to the technical field of engines, and in particular to a vibration reduction method, device, equipment, medium and program product for an engine crankshaft.

Background technique

The engine crankshaft system is the main system for the engine to output power to the outside. When the engine crankshaft rotates at high speed, the various components on the crankshaft system will produce speed fluctuations of different sizes and directions, which will cause mutual torsional vibration between the various components of the crankshaft system, resulting in torsional vibration. The torsional vibration of the crankshaft system will not only produce loud noise, but also affect all aspects of the performance of the engine, such as affecting the stability of the engine and reducing the service life of the engine.

In order to reduce the torsional vibration of the crankshaft system, damping shock absorbers, such as rubber shock absorbers, silicone oil shock absorbers, leaf spring shock absorbers, etc., are usually installed on the crankshaft, relying on the frictional damping of solids or the viscous damping of liquids to absorb the crankshaft system vibration energy to reduce torsional vibration.

However, the cost of the damping shock absorber is high, and the damping shock absorber has the problem of a short service life due to deterioration of the medium.

Contents of the invention

The embodiment of the present application provides a vibration reduction method, device, equipment, medium and program product of an engine crankshaft. A solid inertia block is used instead of a damping shock absorber for crankshaft vibration reduction, which effectively reduces the torsional vibration of the crankshaft, and the solid inertia block Low cost and long service life.

In a first aspect, an embodiment of the present application provides a vibration reduction method for an engine crankshaft, the method comprising:

Obtain the torsional vibration characteristic curve of the crankshaft of the engine, wherein the torsional vibration characteristic curve is used to describe the corresponding relationship between the torsional vibration amplitude of the free end of the crankshaft and the rotational speed of the engine under multiple preset harmonics; vibration characteristic curve to obtain the target torsional vibration amplitude of the crankshaft at the preset operating speed of the engine, wherein the target torsional vibration amplitude is the preset The maximum value of the torsional vibration amplitude corresponding to the operating speed; according to the target torsional vibration amplitude and the position of the preset operating speed in the torsional vibration characteristic curve, determine the vibration reduction strategy of the crankshaft of the engine, based on the The vibration reduction strategy adjusts the inertia mass of the crankshaft.

Optionally, according to the target torsional vibration amplitude and the position of the preset operating speed in the torsional vibration characteristic curve, determining a vibration reduction strategy for the crankshaft of the engine includes:

When the target torsional vibration amplitude is greater than a preset value, a vibration damping strategy for the crankshaft of the engine is determined according to the position of the preset operating speed in the torsional vibration characteristic curve.

Optionally, according to the position of the preset operating speed in the torsional vibration characteristic curve, determining the vibration reduction strategy of the crankshaft of the engine includes:

According to the difference between the preset operating speed and the target speed and the harmonic corresponding to the target speed, determine the vibration reduction strategy for the crankshaft of the engine; wherein, the target speed is each harmonic in the torsional vibration characteristic curve Among the rotation speeds corresponding to the second peak, the rotation speed with the smallest difference from the preset working rotation speed.

Optionally, determining a vibration reduction strategy for the crankshaft of the engine according to the difference between the preset operating speed and the target speed and the harmonic order corresponding to the target speed includes:

If the target rotational speed is the first rotational speed, and the preset operating rotational speed is greater than the first rotational speed, then determine the crankshaft according to the difference between the preset operating rotational speed and the target rotational speed and the harmonic corresponding to the target rotational speed The number of inertia blocks that need to be increased; according to the number of inertia blocks that need to be increased by the crankshaft, the vibration reduction strategy of the crankshaft of the engine is determined; Let the peak of the harmonic order correspond to the maximum value of the rotational speed.

If the preset working speed is less than the average value of the first speed and the second speed, according to the first quantity, the difference between the preset working speed and the first speed, and the location where the first speed is The harmonic order corresponding to the curve determines the parameters of the inertia blocks that the crankshaft needs to reduce; according to the number of inertia blocks that the crankshaft needs to reduce, determine the vibration reduction strategy of the crankshaft of the engine; wherein, the second speed is the specified The second largest value in the rotational speed corresponding to the peaks of each harmonic in the torsional vibration characteristic curve, the first number is the number of inertia blocks arranged on the crankshaft.

Optionally, when the target torsional vibration amplitude is less than or equal to a preset value, the method further includes:

Generating torsional vibration detection qualification information of the crankshaft of the engine.

Optionally, the torsional vibration characteristic curve of the crankshaft of the engine is obtained, including:

Obtain the torsional vibration parameterized equivalent model of the crankshaft of the engine; based on the equivalent model, calculate the torsional vibration amplitude of the crankshaft at different speeds, and obtain the torsional vibration amplitude of the crankshaft and the rotational speed of the engine in the time domain The first corresponding relationship; according to the result of the Fourier transform of the first corresponding relationship, the torsional vibration characteristic curve of the crankshaft is obtained.

In the second aspect, the embodiment of the present application also provides a vibration damping device for an engine crankshaft, the device comprising:

The torsional vibration characteristic acquisition module is used to obtain the torsional vibration characteristic curve of the crankshaft of the engine, wherein the torsional vibration characteristic curve is used to describe the torsional vibration amplitude of the free end of the crankshaft and the rotational speed of the engine under multiple preset harmonics The corresponding relationship; the target torsional vibration acquisition module is used to obtain the target torsional vibration amplitude of the crankshaft at the preset operating speed of the engine based on the torsional vibration characteristic curve; the vibration reduction strategy determination module is used to obtain the target torsional vibration amplitude according to the described The target torsional vibration amplitude and the position of the preset operating speed in the torsional vibration characteristic curve determine the vibration reduction strategy of the crankshaft of the engine, so as to adjust the inertia mass of the crankshaft based on the vibration reduction strategy.

Optionally, the vibration reduction strategy determination module is specifically used for:

When the target torsional vibration amplitude is greater than a preset value, determine the vibration reduction strategy for the crankshaft of the engine according to the difference between the preset operating speed and the target speed and the harmonic order corresponding to the target speed; wherein, the The target rotation speed is the rotation speed corresponding to the peaks of each harmonic in the torsional vibration characteristic curve and the rotation speed with the smallest difference from the preset working rotation speed.

Optionally, the vibration reduction strategy determination module includes:

The unit for determining the number of increased blocks is used for, when the target torsional vibration amplitude is greater than a preset value, if the target rotational speed is the first rotational speed, and the preset operating rotational speed is greater than the first rotational speed, then operate according to the preset The difference between the rotational speed and the target rotational speed and the harmonic corresponding to the target rotational speed determine the number of inertia blocks that need to be added to the crankshaft; the first vibration reduction strategy determination unit is used to determine the inertia blocks that need to be added to the crankshaft to determine the vibration reduction strategy of the crankshaft of the engine; wherein, the first rotational speed is the maximum value among the rotational speeds corresponding to the peaks of each preset harmonic order in the torsional vibration characteristic curve.

Optionally, the vibration reduction strategy determination module also includes:

The block reduction number determination unit is configured to: when the target torsional vibration amplitude is greater than a preset value, if the preset operating speed is less than the average value of the first speed and the second speed, according to the first number, The difference between the preset operating speed and the first speed and the harmonic corresponding to the curve where the first speed is located determine the parameters of the inertia block that the crankshaft needs to reduce; the second vibration reduction strategy determination unit is used for According to the number of inertia blocks required to be reduced by the crankshaft, determine the vibration reduction strategy of the crankshaft of the engine; wherein, the second rotational speed is the second largest value among the rotational speeds corresponding to the peaks of each harmonic order in the torsional vibration characteristic curve , the first number is the number of inertia blocks set on the crankshaft.

Optionally, the device also includes:

The qualification information generation module is used to generate the torsional vibration detection qualification information of the crankshaft of the engine when the target torsional vibration amplitude is less than or equal to a preset value.

Optionally, the torsional vibration characteristic acquisition module is specifically used for:

In a third aspect, the embodiment of the present application also provides a vibration damping device for an engine crankshaft, including: a memory and at least one processor; the memory stores computer execution instructions; the at least one processor executes the computer stored in the memory Executing the instruction causes the at least one processor to execute the vibration damping method for an engine crankshaft as provided in any embodiment corresponding to the first aspect of the present application.

In the fourth aspect, the embodiment of the present application also provides a computer-readable storage medium, where computer-executable instructions are stored in the computer-readable storage medium, and when the processor executes the computer-executable instructions, the first Any embodiment corresponding to the aspect provides a vibration reduction method for an engine crankshaft.

In the fifth aspect, the embodiment of the present application also provides a computer program product, including computer programs/instructions. When the computer program/instructions are executed by a processor, the crankshaft of the engine provided in any embodiment corresponding to the first aspect of the application is realized. Vibration reduction method.

The vibration reduction method, device, equipment, medium and program product of the engine crankshaft provided in the embodiments of the present application are aimed at the engine crankshaft without a shock absorber, and based on the torsional vibration characteristic curve of the crankshaft, the crankshaft at the preset operating speed of the engine is obtained. The maximum value of the torsional vibration amplitude of the crankshaft corresponding to each harmonic, that is, the target torsional vibration amplitude, based on the target torsional vibration amplitude and the preset operating speed in the torsional vibration characteristic curve and the peaks under each harmonic of the torsional vibration characteristic curve According to the comparison results of the corresponding rotational speeds, the vibration reduction strategy is customized for the crankshaft, and the vibration reduction of the crankshaft is performed based on the inertia block, which reduces the cost of vibration reduction of the crankshaft, and the inertia block of the overall structure has a longer service life, which improves the performance of vibration reduction. stability.

Description of drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings that need to be used in the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description These are some embodiments of the present application. Those skilled in the art can also obtain other drawings based on these drawings without any creative effort. The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description serve to explain the principles of the application.

Fig. 1 is an application scenario diagram of a vibration reduction method for an engine crankshaft provided by an embodiment of the present application;

Fig. 2 is the flow chart of the damping method of engine crankshaft that one embodiment of the present application provides;

Fig. 3 is the waveform diagram of the torsional vibration characteristic curve of the crankshaft provided by the embodiment shown in Fig. 2 of the present application;

Fig. 4 is the flowchart of the damping method of engine crankshaft that another embodiment of the present application provides;

Fig. 5 is the damping device of the engine crankshaft provided by one embodiment of the present application;

Fig. 6 is a schematic structural diagram of a vibration damping device for an engine crankshaft provided by an embodiment of the present application.

By means of the above drawings, specific embodiments of the present application have been shown, which will be described in more detail hereinafter. These drawings and text descriptions are not intended to limit the scope of the concept of the application in any way, but to illustrate the concept of the application for those skilled in the art by referring to specific embodiments.

Detailed ways

In order to make the purposes, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments It is a part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by persons of ordinary skill in the art without making creative efforts belong to the scope of protection of this application.

The terms "first", "second", "third", "fourth", etc. (if any) in the description and claims of this application and the above drawings are used to distinguish similar objects and not necessarily Describe a specific order or sequence. It is to be understood that the data so used are interchangeable under appropriate circumstances such that the embodiments of the application described herein, for example, can be practiced in sequences other than those illustrated or described herein.

The technical solution of the present application and how the technical solution of the present application solves the above technical problems will be described in detail below with specific embodiments. The following specific embodiments may be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. Embodiments of the present application will be described below in conjunction with the accompanying drawings.

The application scenarios of the embodiments of the present application are explained below:

Fig. 1 is an application scene diagram of a vibration reduction method for an engine crankshaft provided by an embodiment of the present application. The rod transmits force to the crankshaft 110, and the linear motion is converted into rotary motion by the crankshaft 110. The torque output by the crankshaft 110 can drive other components to work, and the rotation of the crankshaft 110 is the power source of the engine. Since the force on the crankshaft 110 includes the centrifugal force of the rotating mass, the periodically changing gas force and the reciprocating inertial force, etc., the crankshaft 110 undergoes torsional vibration.

In order to reduce the amplitude of the torsional vibration of the crankshaft 110, a damping shock absorber 120 is usually installed at the front end or free end of the crankshaft 110, such as a rubber shock absorber, a silicone oil shock absorber, a leaf spring shock absorber, etc., through the damping shock absorber 120 itself The damping action reduces the amplitude of torsional vibrations of the engine's crankshaft 110 .

Because the damping shock absorber 120 mainly relies on the frictional damping of the medium filled in the gap to absorb vibration energy, there is a defect that the life of the damping shock absorber 120 is short due to the deterioration of the medium, and the cost of the damping shock absorber 120 is relatively high, resulting in the failure of the crankshaft 110 Vibration damping is expensive and less stable.

In order to solve the above problems, the embodiment of the present application provides a vibration reduction method for the crankshaft of the engine. For the engine under the condition of constant speed, through the analysis of the torsional vibration characteristics of each harmonic of the crankshaft of the engine, the natural vibration of the crankshaft is adjusted through the inertia block Frequency, so that the natural frequency is far away from the working speed of the engine, thereby reducing the amplitude of the torsional vibration of the crankshaft or crankshaft system at the working speed, reducing the cost of vibration reduction, and the inertia block has a longer service life, which improves the stability of vibration reduction.

Fig. 2 is a flow chart of a vibration reduction method for an engine crankshaft provided by an embodiment of the present application, the method is aimed at an engine with a constant speed working condition, that is, the engine usually runs at one or more preset operating speeds, as shown in Fig. 2 , the damping method of the engine crankshaft specifically comprises the following steps:

Step S201, acquiring the torsional vibration characteristic curve of the crankshaft of the engine.

Wherein, the torsional vibration characteristic curve is used to describe the corresponding relationship between the torsional vibration amplitude of the free end of the crankshaft and the rotational speed of the engine under multiple preset harmonics. The preset harmonic order may be each harmonic order less than or equal to the 12th order.

In some embodiments, the preset harmonic order may be multiple harmonic orders between 4 and 12.

Exemplarily, the preset harmonics may include 4th order, 4.5th order, 5.0th order, 5.5th order, 6.5th order, 8th order and other harmonic orders.

Specifically, according to the torsional vibration amplitude of the free end or front end of the crankshaft detected by the simulation platform at each rotational speed of the engine, the frequency domain analysis of the torsional vibration amplitude at each rotational speed can be performed, and the free end of the crankshaft under multiple preset harmonics can be obtained. The relationship curve between torsional vibration amplitude and engine speed is to obtain the above-mentioned torsional vibration characteristic curve.

Specifically, the torsional vibration equivalent system corresponding to the crankshaft system of the engine may be determined in advance, and the torsional vibration amplitude of the torsional vibration equivalent system at each preset harmonic order is calculated based on the Holtz table method to obtain the above torsional vibration characteristic curve. Wherein, the crankshaft system includes a crankshaft and a flywheel, and may also include an inertia block arranged at the front end of the crankshaft.

Specifically, after obtaining the torsional vibration characteristic curve of the crankshaft of the engine, the rotational speed of the crankshaft or the crankshaft system at the peaks of each preset harmonic order can also be output.

Step S202, based on the torsional vibration characteristic curve, obtain the target torsional vibration amplitude of the crankshaft at the preset operating speed of the engine.

Wherein, the target torsional vibration amplitude is the maximum value of torsional vibration amplitudes corresponding to the preset operating speed at multiple preset harmonics in the torsional vibration characteristic curve. The target torsional vibration amplitude is the maximum amplitude at the preset operating speed in the torsional vibration characteristic curve.

Wherein, the preset working speed is the rated working speed of the engine, and one engine may correspond to one or more preset working speeds, such as 1500r/min, 1600r/min, 3000r/min and so on.

Exemplarily, FIG. 3 is a waveform diagram of the torsional vibration characteristic curve of the crankshaft provided by the embodiment shown in FIG. 2 of the present application. In FIG. 3 , the abscissa represents the rotational speed in r/min, and the ordinate represents the torsional vibration amplitude. The unit is cm. The torsional vibration characteristic curve includes harmonic curves of torsional vibration amplitude and rotational speed under three harmonics of 4.0 order, 5.5 order and 6.5 order. The specific waveform diagram is shown in Figure 3, and the preset operating speed is 1200r /min as an example, from the waveform diagram shown in Figure 3, it can be determined that the maximum torsional vibration amplitude of the crankshaft when the rotational speed is 1200r/min, that is, the target torsional vibration amplitude is 0.12cm, and the preset value corresponding to the target torsional vibration amplitude The harmonic order is 4.0 order.

Step S203, according to the target torsional vibration amplitude and the position of the preset operating speed in the torsional vibration characteristic curve, determine a vibration reduction strategy for the crankshaft of the engine, so as to adjust the crankshaft based on the vibration reduction strategy inertia block.

Wherein, the position of the preset operating speed in the torsional vibration characteristic curve can be determined by using the positional relationship between the intersection point of the preset operating speed and the curves of each preset harmonic order in the torsional vibration characteristic curve and the peaks of the curves of each preset harmonic order describe.

Among them, the inertia block is used to increase or decrease the inertia of the crankshaft. The inertia blocks may be inertia rings, which may include inertia rings of various sizes, or the inertia blocks may be pulleys with belt grooves. The shape of the inertia block can be a regular circle or an irregular shape, and the present application does not limit the parameters such as the shape, material, size, and installation position of the inertia block.

Specifically, the inertia mass installed on the crankshaft can be changed, increased or decreased through the vibration reduction strategy, thereby increasing or decreasing the natural vibration frequency of the crankshaft system of the engine, thereby reducing the amplitude of torsional vibration of the crankshaft system at a preset operating speed.

In some embodiments, the damping strategy may include the number of inertia masses that need to be increased or decreased. Or the model of each inertia block that the crankshaft should be installed, the model of the inertia block can be determined according to the size of the inertia block.

In the embodiment shown in Figure 3, the preset working speed of the engine is 1500r/min, which is greater than the speed corresponding to the peak of the curve of each preset harmonic, that is, the position of the preset working speed in the torsional vibration characteristic curve is the preset working speed The rotational speed is to the right of all peaks of the torsional vibration curve.

Specifically, the vibration reduction strategy for the crankshaft of the engine may be determined according to the value range of the target torsional vibration amplitude and the position of the preset operating speed in the torsional vibration characteristic curve.

In some embodiments, the flywheel of the engine can also be adjusted according to the vibration reduction strategy to replace the flywheel with a larger or smaller inertia, so as to adjust the natural frequency of the crankshaft system of the engine to reduce the torsional vibration amplitude at the preset operating speed .

Wherein, the preset value may be a default smaller amplitude, such as 0.1 cm, 0.2 cm or other values.

In some embodiments, the preset value corresponding to the engine can be determined according to the model of the engine or the application scenario of the engine.

Specifically, the preset value corresponding to the engine may be determined based on the pre-established second correspondence and the model of the engine or the application scenario of the engine. Wherein, the second corresponding relationship is used to describe the preset values corresponding to engines running in various application scenarios or engines of various models.

Specifically, after the target torsional vibration amplitude is obtained, it can be judged whether the target torsional vibration amplitude exceeds or is greater than the preset value. The position in which determines the damping strategy of the engine's crankshaft.

Specifically, the vibration reduction strategy for the crankshaft of the engine may be determined according to the difference between the preset operating speed and the speed corresponding to each peak in the torsional vibration characteristic curve.

Specifically, when the preset operating speed is greater than the maximum speed among the speeds corresponding to each peak in the torsional vibration characteristic curve, the above-mentioned vibration reduction strategy can be determined as the first vibration reduction strategy, so as to increase the front end of the crankshaft based on the first vibration reduction strategy. inertia block.

Specifically, when the preset operating speed is between two peaks of the torsional vibration characteristic curve, the above-mentioned vibration reduction strategy can be determined as the second vibration reduction strategy, so as to reduce the inertia mass at the front end of the crankshaft based on the second vibration reduction strategy .

Exemplarily, the first vibration reduction strategy may be: adding an inertia mass to the crankshaft system. The second vibration reduction strategy may be: reduce one inertia block of the crankshaft system.

Specifically, after the vibration reduction strategy is executed once, step S201 to step S203 are repeatedly executed until the target torsional vibration amplitude is less than or equal to the preset value, or the number of inertial masses of the crankshaft system is reduced to zero.

The vibration damping method of the engine crankshaft provided in the embodiment of the present application is aimed at the engine crankshaft without a damper, based on the torsional vibration characteristic curve of the crankshaft, the torsional vibration of the crankshaft corresponding to each harmonic of the crankshaft at the preset operating speed of the engine is obtained The maximum value of the amplitude, that is, the target torsional vibration amplitude, is based on the comparison result of the target torsional vibration amplitude and the preset operating speed in the torsional vibration characteristic curve with the corresponding speed peaks under each harmonic of the torsional vibration characteristic curve. The vibration reduction strategy of the crankshaft is customized to reduce the vibration of the crankshaft based on the inertia block, which reduces the cost of vibration reduction of the crankshaft, and the inertia block of the overall structure has a longer service life, which improves the stability of vibration reduction.

Fig. 4 is a flow chart of a vibration damping method for an engine crankshaft provided by another embodiment of the present application. As shown in Fig. 4, this embodiment is based on the embodiment shown in Fig. change. The vibration reduction method of the engine crankshaft provided by the present embodiment may include the following steps:

Step S401, obtaining a parametric equivalent model of torsional vibration of the crankshaft of the engine.

Specifically, the torsional vibration parameterized equivalent model of the crankshaft system of the engine can be established based on Excite Designer.

Specifically, the dynamic parameters of the engine can be obtained, including the number of cylinders of the engine, the number of strokes, the length of the connecting rod, the mass of the piston assembly, etc., and the three-dimensional model of the crankshaft system, including the three-dimensional model of the crankshaft and flywheel. Then, based on the dynamic parameters of the engine and the three-dimensional model of the crankshaft system, the torsional vibration parametric equivalent model of the engine crankshaft is established on the Excite Designer platform. The present application does not limit the specific manner of establishing the torsional vibration parameterized equivalent model of the crankshaft of the engine.

Step S402, based on the equivalent model, calculate the torsional vibration amplitude of the crankshaft at different rotational speeds, and obtain a first corresponding relationship between the torsional vibration amplitude of the crankshaft and the rotational speed of the engine in the time domain.

Specifically, based on the equivalent model, the torsional vibration of the crankshaft system under different rotational speeds can be calculated on the Excite Designer platform, and the variation curve of the torsional vibration amplitude of the crankshaft with the rotational speed of the engine can be obtained, that is, the above-mentioned first corresponding relationship.

Step S403: Obtain the torsional vibration characteristic curve of the crankshaft according to the result of the Fourier transform of the first correspondence.

Perform Fourier transform on the above first correspondence, such as Fast Fourier Transform (FFT, Fast Fourier Transform), to obtain the transformation result, and then based on the transformation result, obtain the waveform of the torsional amplitude and rotational speed at each preset harmonic, That is, the above-mentioned torsional vibration characteristic curve.

Step S404, based on the torsional vibration characteristic curve, obtain the target torsional vibration amplitude of the crankshaft at the preset operating speed of the engine.

Step S405, when the target torsional vibration amplitude is greater than a preset value, determine a vibration reduction strategy for the crankshaft of the engine according to the difference between the preset operating speed and the target speed and the harmonic order corresponding to the target speed.

Wherein, the target rotation speed is the rotation speed corresponding to the peaks of each harmonic in the torsional vibration characteristic curve with the smallest difference from the preset operating rotation speed.

Specifically, if the difference between the preset operating speed and the target speed is greater than 0, and the harmonic corresponding to the target speed is the smallest harmonic among the preset harmonics, then it is determined that the vibration reduction strategy of the crankshaft of the engine is to increase the inertia block strategy or the above-mentioned first damping strategy.

Specifically, if the difference between the preset operating speed and the target speed is less than 0, and the harmonic corresponding to the target speed is the smallest harmonic among the preset harmonics, then it is determined that the vibration reduction strategy of the crankshaft of the engine is to reduce the inertia block strategy or the second damping strategy described above.

Further, the corresponding relationship between the difference between the preset working speed and the target speed, the harmonic order corresponding to the target speed, and the vibration reduction strategy can be established in advance, such as the third corresponding relationship, and then based on the third corresponding relationship, and the preset working speed The difference from the target speed and the harmonic corresponding to the target speed determine a vibration reduction strategy for the crankshaft of the engine.

If the target rotational speed is the first rotational speed, and the preset operating rotational speed is greater than the first rotational speed, then determine the crankshaft according to the difference between the preset operating rotational speed and the target rotational speed and the harmonic corresponding to the target rotational speed The number of inertia blocks that need to be increased; according to the number of inertia blocks that need to be increased by the crankshaft, the vibration reduction strategy of the crankshaft of the engine is determined.

Wherein, the first rotational speed is the maximum value among the rotational speeds corresponding to the peaks of the preset harmonics in the torsional vibration characteristic curve.

In some embodiments, the first rotational speed is the rotational speed corresponding to the peak of the minimum preset harmonic in the torsional vibration characteristic curve.

Specifically, when the target rotational speed is the first rotational speed, and the preset operating rotational speed is greater than the first rotational speed, that is, when the difference between the preset operating rotational speed and the first rotational speed is greater than 0, the The range of values at and the harmonic order corresponding to the target speed determine the number of inertia blocks that need to be added to the crankshaft to reduce the natural frequency of the crankshaft system, so that the peak of the torsional vibration characteristic curve of the crankshaft system after vibration reduction Translates to the left, away from the preset operating speed of the engine, thereby reducing the amplitude of the torsional vibration at the preset operating speed.

Further, if the target rotational speed is the first rotational speed, and the preset operating rotational speed is less than the first rotational speed, it can be judged whether the difference between the preset operating rotational speed and the first rotational speed is greater than or equal to the first threshold, and if so, determine the deceleration of the crankshaft. The vibration strategy is a third vibration reduction strategy for adding a second number of inertial masses to the crankshaft, wherein the second number is at least two.

Exemplarily, the first threshold may be 50r/min, 80r/min or other values.

Further, if the target rotational speed is the first rotational speed, the preset operating rotational speed is less than the first rotational speed, and the difference between the preset operating rotational speed and the first rotational speed is less than the first threshold, then the vibration reduction strategy of the crankshaft is determined to be the fourth vibration reduction strategy , to reduce a third number of inertia blocks of the crankshaft, wherein the third number is at least one.

Further, if the target rotational speed is not the first rotational speed, it may be determined that the vibration reduction strategy of the crankshaft is the above-mentioned second vibration reduction strategy.

If the preset working speed is less than the average value of the first speed and the second speed, according to the first quantity, the difference between the preset working speed and the first speed, and the location where the first speed is The harmonic order corresponding to the curve determines the number of inertia blocks that the crankshaft needs to reduce; according to the number of inertia blocks that the crankshaft needs to reduce, determine the vibration reduction strategy of the crankshaft of the engine; wherein, the second speed is the specified The second largest value in the rotational speed corresponding to the peaks of each harmonic in the torsional vibration characteristic curve, the first number is the number of inertia blocks arranged on the crankshaft.

Specifically, if the preset working speed is less than the average value of the first and second speeds, that is, the target speed of the preset working speed is the second speed, and the preset working speed is greater than the second speed, then the preset working speed can be The value range of the difference with the target speed and the harmonic order corresponding to the target speed determine the number of inertia blocks that need to be reduced by the crankshaft to increase the natural frequency of the crankshaft system, so that the damped crankshaft system The peak of the torsional vibration characteristic curve shifts to the right, approaching the preset operating speed of the engine, thereby reducing the amplitude of torsional vibration at the preset operating speed.

Further, the number of inertia blocks corresponding to the next vibration reduction strategy can also be adjusted according to the change amount of the corresponding target torsional vibration amplitude before and after the implementation of the vibration reduction strategy, so as to quickly reduce the torsional vibration of the crankshaft system to a preset value.

Step S406, when the target torsional vibration amplitude is less than or equal to a preset value, generating torsional vibration detection qualified information of the crankshaft of the engine.

Specifically, when the obtained target torsional vibration amplitude is less than or equal to the preset value, it indicates that the torsional vibration of the current crankshaft system of the engine is at a relatively low level, which meets the requirements of use, and the detection qualification information is generated to detect the qualified crankshaft system Put into use.

In this embodiment, for an engine crankshaft without a shock absorber, the torsional vibration characteristic curve of the crankshaft system of the engine is obtained through an equivalent model, and the torsional vibration of the crankshaft corresponding to each harmonic of the crankshaft at the preset operating speed of the engine is obtained. The maximum value of the vibration amplitude, that is, the target torsional vibration amplitude, based on the comparison result of the target torsional vibration amplitude and the preset operating speed in the torsional vibration characteristic curve with the corresponding speed peaks under each harmonic of the torsional vibration characteristic curve, is The customized vibration reduction strategy of the crankshaft realizes the vibration reduction of the crankshaft through the dynamic adjustment of the inertia block, reduces the cost of the crankshaft vibration reduction, and the inertia block of the overall structure has a long service life, which improves the stability of vibration reduction.

Fig. 5 is the damping device of engine crankshaft provided by one embodiment of the present application, as shown in Fig. 5, the damping device of this engine crankshaft comprises: torsional vibration characteristic acquisition module 510, target torsional vibration acquisition module 520 and vibration reduction strategy determination Module 530.

Wherein, the torsional vibration characteristic acquisition module 510 is used to obtain the torsional vibration characteristic curve of the crankshaft of the engine, wherein the torsional vibration characteristic curve is used to describe the relationship between the torsional vibration amplitude of the free end of the crankshaft under multiple preset harmonics and the Corresponding relationship of engine speed; target torsional vibration acquisition module 520, used to acquire the target torsional vibration amplitude of the crankshaft at the preset operating speed of the engine based on the torsional vibration characteristic curve; vibration reduction strategy determination module 530, It is used for determining a vibration damping strategy of the crankshaft of the engine according to the target torsional vibration amplitude and the position of the preset operating speed in the torsional vibration characteristic curve, so as to adjust the vibration of the crankshaft based on the vibration damping strategy Inertia block.

Optionally, the vibration reduction strategy determination module 530 is specifically used for:

Optionally, the vibration reduction strategy determination module 530 includes:

A block number determination unit, configured to operate according to the preset if the target rotational speed is the first rotational speed and the preset operating rotational speed is greater than the first rotational speed when the target torsional vibration amplitude is greater than a preset value. The difference between the rotational speed and the target rotational speed and the harmonic corresponding to the target rotational speed determine the number of inertia blocks that need to be added to the crankshaft; the first vibration reduction strategy determination unit is used to determine the inertia blocks that need to be added to the crankshaft to determine the vibration reduction strategy of the crankshaft of the engine; wherein, the first rotational speed is the maximum value among the rotational speeds corresponding to the peaks of each preset harmonic order in the torsional vibration characteristic curve.

Optionally, the vibration reduction strategy determination module 530 also includes:

Optionally, the device also includes:

Optionally, the torsional vibration characteristic acquisition module 510 is specifically used for:

The vibration damping device for an engine crankshaft provided in an embodiment of the present application can implement the vibration damping method for an engine crankshaft provided in any embodiment of the present disclosure, and has corresponding functional modules and beneficial effects for executing the method.

FIG. 6 is a schematic structural diagram of a vibration damping device for an engine crankshaft provided by an embodiment of the present application. As shown in FIG. 6 , the electronic device includes: a memory 610 and at least one processor 620 .

Wherein, the memory 610 stores computer-executable instructions, and at least one processor 620 executes the computer-executable instructions stored in the memory 610, so that the at least one processor 620 executes to implement the engine provided by any embodiment shown in FIGS. 2 and 4 of the present application. Vibration damping method for crankshaft.

Wherein, the memory 610 and the processor 620 are connected through a bus 630 .

Relevant descriptions can be understood by referring to the relevant descriptions and effects corresponding to the steps of the corresponding embodiments in FIG. 2 and FIG. 4 , and details are not repeated here.

An embodiment of the present application provides a computer-readable storage medium, on which a computer program is stored, and the computer program is executed by a processor to implement the vibration reduction method for an engine crankshaft provided in the embodiment corresponding to Fig. 2 and Fig. 4 of the present application .

Among them, the computer-readable storage medium may be ROM, random access memory (RAM), CD-ROM, magnetic tape, floppy disk, optical data storage device and the like.

The present application also provides a program product, which includes executable instructions, and the executable instructions are stored in a readable storage medium. At least one processor of the vibration damping device for the engine crankshaft can read the execution instruction from the readable storage medium, and at least one processor executes the execution instruction so that the vibration damping device of the engine crankshaft implements the damping device for the engine crankshaft provided by the above-mentioned various embodiments. vibration method.

In the several embodiments provided in this application, it should be understood that the disclosed devices and methods may be implemented in other ways. For example, the device embodiments described above are only illustrative. For example, the division of modules is only a logical function division. In actual implementation, there may be other division methods. For example, multiple modules or components can be combined or integrated. to another system, or some features may be ignored, or not implemented. In another point, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces, and the indirect coupling or communication connection of devices or modules may be in electrical, mechanical or other forms.

Other embodiments of the application will be readily apparent to those skilled in the art from consideration of the specification and practice of the application filed herein. This application is intended to cover any modification, use or adaptation of the application, these modifications, uses or adaptations follow the general principles of the application and include common knowledge or conventional technical means in the technical field for which the application is not applied . The specification and examples are to be considered exemplary only, with a true scope and spirit of the application indicated by the following claims.

It should be understood that the present application is not limited to the precise constructions which have been described above and shown in the accompanying drawings, and various modifications and changes may be made without departing from the scope thereof. The scope of the application is limited only by the appended claims.

Claims

A vibration damping method for an engine crankshaft, characterized in that the method comprises:

Obtaining the torsional vibration characteristic curve of the crankshaft of the engine, wherein the torsional vibration characteristic curve is used to describe the corresponding relationship between the torsional vibration amplitude of the free end of the crankshaft and the rotational speed of the engine under multiple preset harmonics;

Based on the torsional vibration characteristic curve, the target torsional vibration amplitude of the crankshaft at the preset operating speed of the engine is obtained, wherein the target torsional vibration amplitude is at a plurality of preset harmonics in the torsional vibration characteristic curve The maximum value of the torsional vibration amplitude corresponding to the preset working speed;

Determine a vibration reduction strategy for the crankshaft of the engine according to the target torsional vibration amplitude and the position of the preset operating speed in the torsional vibration characteristic curve, so as to adjust the inertia mass of the crankshaft based on the vibration reduction strategy .
The method according to claim 1, wherein, according to the target torsional vibration amplitude and the position of the preset operating speed in the torsional vibration characteristic curve, determining the vibration reduction strategy of the crankshaft of the engine includes: :

When the target torsional vibration amplitude is greater than a preset value, a vibration damping strategy for the crankshaft of the engine is determined according to the position of the preset operating speed in the torsional vibration characteristic curve.
The method according to claim 2, wherein, according to the position of the preset operating speed in the torsional vibration characteristic curve, determining the vibration reduction strategy of the crankshaft of the engine includes:

determining a vibration reduction strategy for the crankshaft of the engine according to the difference between the preset working speed and the target speed and the harmonic order corresponding to the target speed;

Wherein, the target rotation speed is the rotation speed corresponding to the peaks of each harmonic in the torsional vibration characteristic curve with the smallest difference from the preset operating rotation speed.
The method according to claim 3, wherein, according to the difference between the preset operating speed and the target speed and the harmonic corresponding to the target speed, determining the vibration reduction strategy for the crankshaft of the engine includes:

If the target rotational speed is the first rotational speed, and the preset operating rotational speed is greater than the first rotational speed, then determine the crankshaft according to the difference between the preset operating rotational speed and the target rotational speed and the harmonic corresponding to the target rotational speed The number of inertia blocks that need to be added;

Determine the damping strategy of the crankshaft of the engine according to the quantity of inertia blocks that the crankshaft needs to increase;

Wherein, the first rotational speed is the maximum value among the rotational speeds corresponding to the peaks of the preset harmonics in the torsional vibration characteristic curve.
The method according to claim 3, wherein, according to the difference between the preset operating speed and the target speed and the harmonic corresponding to the target speed, determining the vibration reduction strategy for the crankshaft of the engine includes:

If the preset working speed is less than the average value of the first speed and the second speed, according to the first quantity, the difference between the preset working speed and the first speed, and the location where the first speed is The harmonic order corresponding to the curve determines the number of inertia blocks that the crankshaft needs to reduce;

determining the vibration reduction strategy of the crankshaft of the engine according to the number of inertia blocks required to be reduced by the crankshaft;

Wherein, the second rotation speed is the next largest value among the rotation speeds corresponding to the peaks of each harmonic in the torsional vibration characteristic curve, and the first number is the number of inertia blocks arranged on the crankshaft.
The method according to any one of claims 1-5, wherein when the target torsional vibration amplitude is less than or equal to a preset value, the method further comprises:

Generating torsional vibration detection qualification information of the crankshaft of the engine.
The method according to any one of claims 1-5, wherein obtaining the torsional vibration characteristic curve of the crankshaft of the engine comprises:

obtaining a torsional vibration parameterized equivalent model of the crankshaft of the engine;

Based on the equivalent model, calculate the torsional vibration amplitude of the crankshaft at different rotational speeds, and obtain a first corresponding relationship between the torsional vibration amplitude of the crankshaft and the rotational speed of the engine in the time domain;

The torsional vibration characteristic curve of the crankshaft is obtained according to the result of the Fourier transform of the first corresponding relationship.
A vibration damping device for an engine crankshaft, characterized in that the device comprises:

The torsional vibration characteristic acquisition module is used to obtain the torsional vibration characteristic curve of the crankshaft of the engine, wherein the torsional vibration characteristic curve is used to describe the torsional vibration amplitude of the free end of the crankshaft and the rotational speed of the engine under multiple preset harmonics corresponding relationship;

A target torsional vibration acquisition module, configured to acquire a target torsional vibration amplitude of the crankshaft at a preset operating speed of the engine based on the torsional vibration characteristic curve;

A vibration reduction strategy determination module, configured to determine a vibration reduction strategy for the crankshaft of the engine according to the target torsional vibration amplitude and the position of the preset operating speed in the torsional vibration characteristic curve, so as to base the vibration reduction strategy to adjust the inertia mass of the crankshaft.
A vibration damping device for an engine crankshaft, characterized in that it includes: a memory and at least one processor;

the memory stores computer-executable instructions;

The at least one processor executes the computer-executed instructions stored in the memory, so that the at least one processor executes the vibration reduction method for an engine crankshaft according to any one of claims 1-7.
A computer-readable storage medium, characterized in that the computer-readable storage medium stores computer-executable instructions, and when the processor executes the computer-executable instructions, the method described in any one of claims 1-7 is realized. Vibration reduction method for engine crankshaft.
A computer program product, comprising a computer program, characterized in that, when the computer program is executed by a processor, the vibration reduction method for an engine crankshaft according to any one of claims 1-7 is realized.