CN117740401A - Light truck power train modal testing method and device - Google Patents
Light truck power train modal testing method and device Download PDFInfo
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- CN117740401A CN117740401A CN202311709980.8A CN202311709980A CN117740401A CN 117740401 A CN117740401 A CN 117740401A CN 202311709980 A CN202311709980 A CN 202311709980A CN 117740401 A CN117740401 A CN 117740401A
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Abstract
The invention provides a method and a device for testing a light truck power train mode, which belong to the technical field of commercial vehicle testing, and comprise the following steps: checking the state of the vehicle and adding a counterweight to the vehicle; constructing a vehicle restraint state, eliminating a vehicle powertrain lash; selecting a modal test point, and arranging an acceleration sensor at the modal test point; constructing a power train test geometric model according to the position of the modal test point, selecting a test point to apply force hammer excitation, and identifying the mode of the power train; and correcting the power transmission line modal data to obtain the actual working modal frequency, and comparing the actual working modal frequency with the highest rotation frequency of the transmission shaft to verify the resonance risk of the power transmission line. According to the invention, the transmission system clearance is eliminated to carry out the power train modal test, the static power train data is corrected, the modal rationality assessment can be quantized by reasonable transmission shaft frequency conversion and frequency avoidance proportion, the NVH performance of the whole vehicle is effectively improved, and the resonance failure risk of the power train is greatly reduced.
Description
Technical Field
The invention belongs to the technical field of commercial vehicle testing, and particularly relates to a method and a device for testing a light truck power train mode.
Background
Compared with a passenger car, the complete mode frequency of the commercial car power assembly is low, resonance is easy to occur when the ignition excitation frequency of the engine is close to the bending mode frequency of the power assembly, and then the detonation and the vibration in a cab are shown, and the reliability of the power assembly can be influenced when the detonation and the vibration in the cab are serious. In particular, the speed of the light truck type and the corresponding rotating speed of the transmission shaft are higher, and resonance failure is very easy to occur when the rotating frequency of the transmission shaft is close to the mode of the power assembly, so that in the development of light truck products, the evaluation of the bending mode of the power assembly is more than necessary, and the problem of how to accurately acquire the bending mode of the power is an urgent need to be solved.
However, in the related test, the mode test of the power assembly of the commercial vehicle usually only arranges measuring points on the engine and the gearbox, and the influence of a transmission system is not considered, so that the mode test result is inaccurate, the occurrence of resonance cannot be effectively avoided, and the reliability of the power assembly is affected.
This is a deficiency of the prior art, and therefore, it is highly desirable to provide a method and apparatus for testing the mode of a light truck powertrain, which address the above-mentioned deficiencies of the prior art.
Disclosure of Invention
Aiming at the defects that the modal test of the commercial vehicle power assembly in the prior art only usually arranges measuring points on an engine and a gearbox, the influence of a transmission system is not considered, so that the modal test result is inaccurate, resonance cannot be effectively avoided, and the reliability of the power assembly is influenced, the invention provides a light-truck power train modal test method and device, and aims to solve the technical problems.
In a first aspect, the present invention provides a light truck powertrain modal testing method comprising the steps of:
s1, checking the state of a vehicle, and adding a counterweight to the vehicle;
s2, constructing a vehicle constraint state, and eliminating a vehicle power train gap;
s3, selecting mode test points at corresponding positions of the engine, the gearbox, the transmission shaft and the drive axle, and arranging acceleration sensors at the mode test points;
s4, constructing a power train test geometric model according to the position of the mode test point, selecting a test point on the vehicle body, applying force hammer excitation at the test point, and identifying the mode of the power train;
s5, correcting the power train modal data to obtain the actual working modal frequency of the power train, and verifying the resonance risk of the power train according to the relationship between the actual working modal frequency of the power train and the highest rotation frequency of the transmission shaft.
Further, the specific steps of step S1 are as follows:
s11, checking relevant parts of the vehicle, and verifying whether the vehicle configuration is to-be-verified;
if yes, go to step S12;
if not, changing the vehicle configuration, and returning to the step S11;
s12, detecting whether the assembly of all parts of the vehicle meets the requirements;
if yes, go to step S13;
if not, the components of the vehicle are reassembled, and the step S12 is returned;
s13, adding a counterweight with set weight to the vehicle.
Further, the specific steps of step S2 are as follows:
s21, judging a ground test environment;
when the ground test environment is flat, entering step S22;
when the ground test environment is a slope, the step S23 is entered;
s22, arranging a thrust block on the flat land, driving the vehicle on the thrust block, and entering into a step S24;
s23, driving the vehicle on a slope;
s24, flameout the vehicle and eliminating braking, and keeping the vehicle stationary in a gear through a mode of reverse dragging and locking of the engine;
s25, rotating the transmission shaft to judge whether the gap of the power transmission system is eliminated;
if yes, go to step S26;
if not, changing the slope or adjusting the thrust block, and returning to the step S21;
s26, judging that the necessary conditions of the power train modal test are met.
Further, the specific steps of step S3 are as follows:
s31, selecting the front end of an engine, the position of a flywheel shell, the tail part of a gearbox, the front part of a transmission shaft, the middle part of the transmission shaft, the tail part of the transmission shaft, the front part of a drive axle and the tail part of the drive axle as modal test points;
s32, appointing the direction of the whole vehicle coordinate system;
s33, arranging a three-way acceleration sensor at the mode test point according to the direction parallel to the whole vehicle coordinate system.
Further, in step S32, the direction of the coordinate system of the whole vehicle is agreed as follows: the X axis points to the tail of the vehicle from the head and the Y axis is determined according to the right hand rule.
Further, the specific steps of step S4 are as follows:
s41, measuring the relative positions of all acceleration sensors, and establishing a power train test geometric model;
s42, selecting a test point at the plane of the flywheel housing and the gearbox;
s43, applying force to the hammer excitation force Y direction and Z direction at the test point;
s44, processing hammering test data by using a multi-reference least square complex frequency domain algorithm, and identifying a bending mode of the power train.
Further, the specific steps of step S5 are as follows:
s51, subtracting the correction frequency from the static test frequency in the identified bending mode of the power transmission system according to the influence of an oil film in the actual operation of a bearing and a gear shaft part in the power transmission system to obtain the actual working mode frequency of the power transmission system;
s52, acquiring a transmission shaft rotation frequency design value at the highest speed of the vehicle, and taking the transmission shaft rotation frequency design value as the highest rotation frequency of the transmission shaft;
s53, verifying whether the highest rotation frequency of the transmission shaft is smaller than the actual working mode frequency of the power transmission system, and the proportion of the difference value of the highest rotation frequency and the highest rotation frequency of the transmission shaft to the actual working mode frequency of the power transmission system is larger than a set proportion;
if yes, judging that the bending resonance risk of the power transmission system is low;
if not, judging that the bending resonance risk of the power transmission system is high, and changing the design value of the rotation frequency of the transmission shaft when the highest speed is needed.
Further, the set weight of the counterweight in step S13 is 1 ton;
in step S24, braking is eliminated by eliminating hand brake or pedal braking;
the correction frequency is set to 3Hz in step S51;
in step S53, the set ratio is 10%.
In a second aspect, the present invention provides a light truck powertrain modal testing apparatus comprising:
the vehicle state checking and counterweight setting module is used for checking the vehicle state and adding a counterweight to the vehicle;
a powertrain lash elimination module for configuring a vehicle restraint state to eliminate a vehicle powertrain lash; the acceleration sensor setting module is used for selecting mode test points at corresponding positions of the engine, the gearbox, the transmission shaft and the drive axle, and arranging an acceleration sensor at the mode test points;
the power train mode identification module is used for constructing a power train test geometric model according to the mode test point positions, selecting a test point on a vehicle body, applying force hammer excitation at the test point, and identifying the power train mode; and the test result evaluation module is used for correcting the power train modal data to obtain the actual working modal frequency of the power train, and verifying the resonance risk of the power train according to the relationship between the actual working modal frequency of the power train and the highest rotation frequency of the transmission shaft.
Further, the vehicle condition inspection and weight setting module includes:
the vehicle configuration verification unit is used for checking related parts of the vehicle and verifying whether the vehicle configuration is to-be-verified or not;
a vehicle configuration changing unit for changing the vehicle configuration when the vehicle configuration is not the configuration to be verified;
the component assembly detection unit is used for detecting whether the assembly of each component of the vehicle meets the requirements when the vehicle is configured to be verified;
a vehicle component reassembling unit for reassembling each component of the vehicle when the assembly of each component of the vehicle is not satisfactory;
the counterweight setting unit is used for adding a counterweight with set weight to the vehicle when the assembly of all parts of the vehicle meets the requirements; the powertrain lash elimination module includes:
the ground test environment judging unit is used for judging the ground test environment;
the first setting unit of the vehicle is used for setting a thrust block on the flat ground when the ground test environment is the flat ground and driving the vehicle on the thrust block;
the second setting unit of the vehicle is used for driving the vehicle to the slope when the ground test environment is the slope;
the transmission system clearance elimination unit is used for extinguishing the vehicle and eliminating braking, and keeping the vehicle stationary in a gear through an engine anti-dragging locking mode;
a power train clearance elimination judging unit for rotating the transmission shaft to judge whether the power train clearance has been eliminated; the vehicle ground environment adjusting unit is used for replacing a slope or adjusting the thrust block when the transmission line clearance is not eliminated; the test condition meeting judging unit is used for judging that the necessary condition of the power train modal test is met when the power train clearance is eliminated;
the acceleration sensor setting module includes:
the device comprises a modal test point selection unit, a modal test point selection unit and a test point selection unit, wherein the modal test point selection unit is used for selecting the front end of an engine, the position of a flywheel shell, the tail part of a gearbox, the front part of a transmission shaft, the middle part of the transmission shaft, the tail part of the transmission shaft, the front part of a drive axle and the tail part of the drive axle as modal test points;
the whole vehicle coordinate system appointing unit is used for appointing the direction of the whole vehicle coordinate system;
the acceleration sensor arrangement unit is used for arranging a three-way acceleration sensor at the mode test point according to the direction parallel to the whole vehicle coordinate system;
the powertrain modality identification module includes:
the power train test geometric model building unit is used for measuring the relative positions of the acceleration sensors and building a power train test geometric model;
the test point selecting unit is used for selecting test points at the plane of the flywheel housing and the gearbox;
the hammering excitation applying unit is used for applying hammering excitation force Y direction and Z direction at the test point;
a power train mode identification unit for processing the hammering test data by using a multi-reference least square complex frequency domain algorithm to identify a power train bending mode;
the test result evaluation module comprises:
the power transmission system bending mode frequency correction unit is used for subtracting the correction frequency from the static test frequency in the identified power transmission system bending mode according to the influence of an oil film in the actual operation of the bearing and the gear shaft component in the power transmission system to obtain the actual working mode frequency of the power transmission system;
the transmission shaft rotation frequency design value acquisition unit is used for acquiring a transmission shaft rotation frequency design value at the highest speed as the highest rotation frequency of the transmission shaft;
the frequency comparison unit is used for verifying whether the highest rotation frequency of the transmission shaft is smaller than the actual working mode frequency of the power transmission system, and the ratio of the difference value of the highest rotation frequency and the highest rotation frequency of the transmission shaft to the actual working mode frequency of the power transmission system is larger than a set ratio;
the low resonance risk judging unit is used for judging that the bending resonance risk of the power transmission system is low when the highest rotating frequency of the transmission shaft is smaller than the actual working mode frequency of the power transmission system and the proportion of the difference value of the highest rotating frequency and the highest rotating frequency of the transmission shaft to the actual working mode frequency of the power transmission system is larger than the set proportion;
and the high resonance risk judging unit is used for judging that the bending resonance risk of the power transmission system is high when the highest rotation frequency of the transmission shaft is larger than the actual working mode frequency of the power transmission system or the highest rotation frequency of the transmission shaft is smaller than the actual working mode frequency of the power transmission system, but the difference value of the transmission shaft and the highest rotation frequency is smaller than or equal to the set proportion when the ratio of the difference value of the transmission shaft and the highest rotation frequency of the transmission shaft to the actual working mode frequency of the power transmission system is smaller than or equal to the set proportion, and the transmission shaft rotation frequency design value when the highest speed of the vehicle needs to be changed.
The invention has the beneficial effects that:
according to the method and the device for testing the mode of the light truck power transmission system, provided by the invention, the gap of the power transmission system is eliminated based on the constraint state of the whole vehicle to carry out the mode test of the power transmission system, so that the mode of the power transmission system is effectively identified; according to the invention, the actual working variable is obtained by correcting the static power train data, and the mode rationality evaluation is quantifiable by reasonable transmission shaft frequency conversion and frequency avoidance proportion, so that the NVH performance of the whole vehicle is effectively improved, and the resonance failure risk of the power train is greatly reduced.
In addition, the invention has reliable design principle, simple structure and very wide application prospect.
It can be seen that the present invention has outstanding substantial features and significant advances over the prior art, as well as the benefits of its implementation.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required to be used in the description of the embodiments or the prior art will be briefly described below, and it will be obvious to those skilled in the art that other drawings can be obtained from these drawings without inventive effort.
FIG. 1 is a flow chart of one embodiment of a light truck powertrain modal testing method of the present invention.
FIG. 2 is a flow chart of another embodiment of the light truck powertrain modal testing method of the present invention.
FIG. 3 is a schematic view of a light truck powertrain modal testing apparatus of the present invention.
Fig. 4 is a schematic view of the present invention driving a vehicle up a slope.
FIG. 5 is a schematic illustration of the present invention driving a vehicle on a thrust block.
FIG. 6 is a schematic diagram of the coordinate system of the whole vehicle agreed by the present invention.
Fig. 7 is a schematic view of mode test point selection of the present invention for arranging an acceleration sensor.
Description of the main reference numerals
1. The system comprises an engine, 2, a gearbox, 3, a transmission shaft, 4, a drive axle, 5.1, a first mode test point, 5.2, a second mode test point, 5.3, a third mode test point, 5.4, a fourth mode test point, 5.5, a fifth mode test point, 5.6, a sixth mode test point, 5.7, a seventh mode test point, 5.8 and an eighth mode test point.
Detailed Description
In order to make the technical solution of the present invention better understood by those skilled in the art, the technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
Example 1:
as shown in fig. 1, the present invention provides a method for testing a light truck power train mode, comprising the following steps: s1, checking the state of a vehicle, and adding a counterweight to the vehicle;
s2, constructing a vehicle constraint state, and eliminating a vehicle power train gap;
s3, selecting mode test points at corresponding positions of the engine, the gearbox, the transmission shaft and the drive axle, and arranging acceleration sensors at the mode test points;
s4, constructing a power train test geometric model according to the position of the mode test point, selecting a test point on the vehicle body, applying force hammer excitation at the test point, and identifying the mode of the power train;
s5, correcting the power train modal data to obtain the actual working modal frequency of the power train, and verifying the resonance risk of the power train according to the relationship between the actual working modal frequency of the power train and the highest rotation frequency of the transmission shaft.
Example 2:
as shown in fig. 2, the present invention provides a method for testing the mode of a light truck power train, comprising the following steps: s1, checking the state of a vehicle, and adding a counterweight to the vehicle; the specific steps of the step S1 are as follows:
s11, checking relevant parts of the vehicle, and verifying whether the vehicle configuration is to-be-verified;
if yes, go to step S12;
if not, changing the vehicle configuration, and returning to the step S11;
s12, detecting whether the assembly of all parts of the vehicle meets the requirements;
if yes, go to step S13;
if not, the components of the vehicle are reassembled, and the step S12 is returned;
s13, adding a counterweight with set weight to the vehicle; the set weight of the counterweight is 1 ton;
s2, constructing a vehicle constraint state, and eliminating a vehicle power train gap; the specific steps of the step S2 are as follows:
s21, judging a ground test environment;
when the ground test environment is flat, entering step S22;
when the ground test environment is a slope, the step S23 is entered;
s22, arranging a thrust block on the flat land, driving the vehicle on the thrust block as shown in fig. 5, and entering step S24;
s23, driving the vehicle on a slope as shown in FIG. 4;
s24, flameout the vehicle and eliminating braking, and keeping the vehicle stationary in a gear through a mode of reverse dragging and locking of the engine; the brake is eliminated by eliminating the hand brake or the pedal brake;
s25, rotating the transmission shaft to judge whether the gap of the power transmission system is eliminated;
if yes, go to step S26;
if not, changing the slope or adjusting the thrust block, and returning to the step S21;
s26, judging that the necessary conditions of the power train modal test are met;
for the convenience of modal test, the test is recommended to be carried out on a flat trench or a trench with a slope matched with the thrust block, a tester needs to carry out hammering test by utilizing the trench for corresponding inspection and modal test, a corresponding gear is hung to put the vehicle on the slope or the thrust block and then flameout, braking is eliminated in a hand brake and pedal braking mode, the vehicle is kept still in the gear by utilizing an engine anti-dragging locking mode, and the transmission shaft is rotated to confirm that the gap of the power train is eliminated;
after the vehicle drives on a slope or a thrust block, the gap of the power transmission system is eliminated by the whole vehicle and a counterweight of 1 ton in a gear state, and a necessary condition for carrying out the power transmission system modal test is constructed; if the powertrain lash is not taken up, the constraint state during actual operation cannot be constructed; therefore, it is necessary to confirm that the driveline lash has been taken up by eventually rotating and rocking the drive shaft;
s3, selecting mode test points at corresponding positions of the engine 1, the gearbox 2, the transmission shaft 3 and the drive axle 4, and arranging acceleration sensors at the mode test points; the specific steps of the step S3 are as follows:
s31, selecting the front end of an engine, the position of a flywheel shell, the tail part of a gearbox, the front part of a transmission shaft, the middle part of the transmission shaft, the tail part of the transmission shaft, the front part of a drive axle and the tail part of the drive axle as modal test points; as shown in fig. 7, the front end of the engine is selected as a first mode test point 5.1, the flywheel housing position is selected as a second mode test point 5.2, the tail of the gearbox is selected as a third mode test point 5.3, the front part of the transmission shaft is selected as a fourth mode test point 5.4, the middle part of the transmission shaft is selected as a fifth mode test point 5.5, the tail of the transmission shaft is selected as a sixth mode test point 5.6, the front part of the drive axle is selected as a seventh mode test point 5.7, and the tail of the drive axle is selected as an eighth mode test point 5.8;
s32, appointing the direction of the whole vehicle coordinate system; as shown in fig. 6, the directions of the coordinate system of the whole vehicle are agreed as follows: the X axis points to the tail of the vehicle from the head and the Y axis is determined according to the right hand rule, and the vertical upward direction is the Z axis;
s33, arranging a three-way acceleration sensor at the mode test point in a direction parallel to the whole vehicle coordinate system;
s4, constructing a power train test geometric model according to the position of the mode test point, selecting a test point on the vehicle body, applying force hammer excitation at the test point, and identifying the mode of the power train; the specific steps of the step S4 are as follows:
s41, measuring the relative positions of all acceleration sensors, and establishing a power train test geometric model;
s42, selecting a test point at the plane of the flywheel housing and the gearbox; in order to make the excitation force and the excitation effect consistent, the flywheel housing or the plane of the gearbox is preferably selected for excitation;
s43, applying force to the hammer excitation force Y direction and Z direction at the test point;
s44, processing hammering test data by using a multi-reference least square complex frequency domain algorithm, and identifying a bending mode of the power train;
s5, correcting the power train modal data to obtain the actual working modal frequency of the power train, and verifying the resonance risk of the power train according to the relationship between the actual working modal frequency of the power train and the highest rotation frequency of the transmission shaft; the specific steps of the step S5 are as follows:
s51, subtracting the correction frequency from the static test frequency in the identified bending mode of the power transmission system according to the influence of an oil film in the actual operation of a bearing and a gear shaft part in the power transmission system to obtain the actual working mode frequency of the power transmission system; for example, the correction frequency may be set to 3Hz;
s52, acquiring a transmission shaft rotation frequency design value at the highest speed of the vehicle, and taking the transmission shaft rotation frequency design value as the highest rotation frequency of the transmission shaft;
s53, verifying whether the highest rotation frequency of the transmission shaft is smaller than the actual working mode frequency of the power transmission system, and the proportion of the difference value of the highest rotation frequency and the highest rotation frequency of the transmission shaft to the actual working mode frequency of the power transmission system is larger than a set proportion; for example, the set proportion may be 10%; if yes, judging that the bending resonance risk of the power transmission system is low;
if not, judging that the bending resonance risk of the power transmission system is high, and changing the transmission shaft rotation frequency design value when the highest vehicle speed is needed;
the gear shaft component in the bearing and the transmission system is about 2-3 Hz lower than the static test frequency in the mode frequency of the power transmission system under the actual operation working condition due to the influence of an oil film, so that the actual operation mode frequency is considered to be the actual operation mode frequency by subtracting 3Hz on the basis of the static test result; when the maximum speed is reached, the rotation frequency of the transmission shaft is less than 10% of the bending mode frequency, and the bending resonance risk of the power transmission system is considered to be low; otherwise the powertrain resonance risk is considered high.
The excitation of dynamic unbalance of the light truck transmission shaft is one of the most critical factors causing the power transmission system to fail, and the invention mainly considers the resonance failure condition of the power transmission system caused by the transmission shaft, and the resonance frequency range of the actual operation working condition of the power transmission system is narrow, so that the avoidance frequency is 10% as a safety boundary.
Example 3:
as shown in fig. 3, the present invention provides a light truck powertrain modal testing apparatus, comprising:
the vehicle state checking and counterweight setting module is used for checking the vehicle state and adding a counterweight to the vehicle; the vehicle condition inspection and counterweight setting module includes:
the vehicle configuration verification unit is used for checking related parts of the vehicle and verifying whether the vehicle configuration is to-be-verified or not;
a vehicle configuration changing unit for changing the vehicle configuration when the vehicle configuration is not the configuration to be verified;
the component assembly detection unit is used for detecting whether the assembly of each component of the vehicle meets the requirements when the vehicle is configured to be verified;
a vehicle component reassembling unit for reassembling each component of the vehicle when the assembly of each component of the vehicle is not satisfactory;
the counterweight setting unit is used for adding a counterweight with set weight to the vehicle when the assembly of all parts of the vehicle meets the requirements; a powertrain lash elimination module for configuring a vehicle restraint state to eliminate a vehicle powertrain lash; the powertrain lash elimination module includes:
the ground test environment judging unit is used for judging the ground test environment;
the first setting unit of the vehicle is used for setting a thrust block on the flat ground when the ground test environment is the flat ground and driving the vehicle on the thrust block;
the second setting unit of the vehicle is used for driving the vehicle to the slope when the ground test environment is the slope;
the transmission system clearance elimination unit is used for extinguishing the vehicle and eliminating braking, and keeping the vehicle stationary in a gear through an engine anti-dragging locking mode;
a power train clearance elimination judging unit for rotating the transmission shaft to judge whether the power train clearance has been eliminated; the vehicle ground environment adjusting unit is used for replacing a slope or adjusting the thrust block when the transmission line clearance is not eliminated; the test condition meeting judging unit is used for judging that the necessary condition of the power train modal test is met when the power train clearance is eliminated;
the acceleration sensor setting module is used for selecting mode test points at corresponding positions of the engine, the gearbox, the transmission shaft and the drive axle, and arranging an acceleration sensor at the mode test points; the acceleration sensor setting module includes:
the device comprises a modal test point selection unit, a modal test point selection unit and a test point selection unit, wherein the modal test point selection unit is used for selecting the front end of an engine, the position of a flywheel shell, the tail part of a gearbox, the front part of a transmission shaft, the middle part of the transmission shaft, the tail part of the transmission shaft, the front part of a drive axle and the tail part of the drive axle as modal test points;
the whole vehicle coordinate system appointing unit is used for appointing the direction of the whole vehicle coordinate system;
the acceleration sensor arrangement unit is used for arranging a three-way acceleration sensor at the mode test point according to the direction parallel to the whole vehicle coordinate system;
the power train mode identification module is used for constructing a power train test geometric model according to the mode test point positions, selecting a test point on a vehicle body, applying force hammer excitation at the test point, and identifying the power train mode; the powertrain modality identification module includes:
the power train test geometric model building unit is used for measuring the relative positions of the acceleration sensors and building a power train test geometric model;
the test point selecting unit is used for selecting test points at the plane of the flywheel housing and the gearbox;
the hammering excitation applying unit is used for applying hammering excitation force Y direction and Z direction at the test point;
a power train mode identification unit for processing the hammering test data by using a multi-reference least square complex frequency domain algorithm to identify a power train bending mode;
the test result evaluation module is used for correcting the power train modal data to obtain the actual working modal frequency of the power train, and verifying the resonance risk of the power train according to the relationship between the actual working modal frequency of the power train and the highest rotation frequency of the transmission shaft; the test result evaluation module comprises:
the power transmission system bending mode frequency correction unit is used for subtracting the correction frequency from the static test frequency in the identified power transmission system bending mode according to the influence of an oil film in the actual operation of the bearing and the gear shaft component in the power transmission system to obtain the actual working mode frequency of the power transmission system;
the transmission shaft rotation frequency design value acquisition unit is used for acquiring a transmission shaft rotation frequency design value at the highest speed as the highest rotation frequency of the transmission shaft;
the frequency comparison unit is used for verifying whether the highest rotation frequency of the transmission shaft is smaller than the actual working mode frequency of the power transmission system, and the ratio of the difference value of the highest rotation frequency and the highest rotation frequency of the transmission shaft to the actual working mode frequency of the power transmission system is larger than a set ratio;
the low resonance risk judging unit is used for judging that the bending resonance risk of the power transmission system is low when the highest rotating frequency of the transmission shaft is smaller than the actual working mode frequency of the power transmission system and the proportion of the difference value of the highest rotating frequency and the highest rotating frequency of the transmission shaft to the actual working mode frequency of the power transmission system is larger than the set proportion;
and the high resonance risk judging unit is used for judging that the bending resonance risk of the power transmission system is high when the highest rotation frequency of the transmission shaft is larger than the actual working mode frequency of the power transmission system or the highest rotation frequency of the transmission shaft is smaller than the actual working mode frequency of the power transmission system, but the difference value of the transmission shaft and the highest rotation frequency is smaller than or equal to the set proportion when the ratio of the difference value of the transmission shaft and the highest rotation frequency of the transmission shaft to the actual working mode frequency of the power transmission system is smaller than or equal to the set proportion, and the transmission shaft rotation frequency design value when the highest speed of the vehicle needs to be changed.
Although the present invention has been described in detail by way of preferred embodiments with reference to the accompanying drawings, the present invention is not limited thereto. Various equivalent modifications and substitutions may be made in the embodiments of the present invention by those skilled in the art without departing from the spirit and scope of the present invention, and it is intended that all such modifications and substitutions be within the scope of the present invention/be within the scope of the present invention as defined by the appended claims. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
1. A method for testing the mode of a light truck power train, comprising the steps of:
s1, checking the state of a vehicle, and adding a counterweight to the vehicle;
s2, constructing a vehicle constraint state, and eliminating a vehicle power train gap;
s3, selecting mode test points at corresponding positions of the engine, the gearbox, the transmission shaft and the drive axle, and arranging acceleration sensors at the mode test points;
s4, constructing a power train test geometric model according to the position of the mode test point, selecting a test point on the vehicle body, applying force hammer excitation at the test point, and identifying the mode of the power train;
s5, correcting the power train modal data to obtain the actual working modal frequency of the power train, and verifying the resonance risk of the power train according to the relationship between the actual working modal frequency of the power train and the highest rotation frequency of the transmission shaft.
2. The method of testing a light truck powertrain mode according to claim 1, wherein step S1 is specifically as follows:
s11, checking relevant parts of the vehicle, and verifying whether the vehicle configuration is to-be-verified;
if yes, go to step S12;
if not, changing the vehicle configuration, and returning to the step S11;
s12, detecting whether the assembly of all parts of the vehicle meets the requirements;
if yes, go to step S13;
if not, the components of the vehicle are reassembled, and the step S12 is returned;
s13, adding a counterweight with set weight to the vehicle.
3. The method of testing a light truck powertrain mode as recited in claim 2, wherein step S2 is specifically as follows:
s21, judging a ground test environment;
when the ground test environment is flat, entering step S22;
when the ground test environment is a slope, the step S23 is entered;
s22, arranging a thrust block on the flat land, driving the vehicle on the thrust block, and entering into a step S24;
s23, driving the vehicle on a slope;
s24, flameout the vehicle and eliminating braking, and keeping the vehicle stationary in a gear through a mode of reverse dragging and locking of the engine;
s25, rotating the transmission shaft to judge whether the gap of the power transmission system is eliminated;
if yes, go to step S26;
if not, changing the slope or adjusting the thrust block, and returning to the step S21;
s26, judging that the necessary conditions of the power train modal test are met.
4. A method of testing a powertrain mode according to claim 3, wherein step S3 is specifically as follows:
s31, selecting the front end of an engine, the position of a flywheel shell, the tail part of a gearbox, the front part of a transmission shaft, the middle part of the transmission shaft, the tail part of the transmission shaft, the front part of a drive axle and the tail part of the drive axle as modal test points;
s32, appointing the direction of the whole vehicle coordinate system;
s33, arranging a three-way acceleration sensor at the mode test point according to the direction parallel to the whole vehicle coordinate system.
5. The method for testing the mode of the light truck power train according to claim 4, wherein the direction of the coordinate system of the whole truck is agreed in the step S32: the X axis points to the tail of the vehicle from the head and the Y axis is determined according to the right hand rule.
6. The method of testing a light truck powertrain mode as recited in claim 4, wherein step S4 is specifically as follows:
s41, measuring the relative positions of all acceleration sensors, and establishing a power train test geometric model;
s42, selecting a test point at the plane of the flywheel housing and the gearbox;
s43, applying force to the hammer excitation force Y direction and Z direction at the test point;
s44, processing hammering test data by using a multi-reference least square complex frequency domain algorithm, and identifying a bending mode of the power train.
7. The method of testing a light truck powertrain mode as recited in claim 6, wherein step S5 is specifically as follows:
s51, subtracting the correction frequency from the static test frequency in the identified bending mode of the power transmission system according to the influence of an oil film in the actual operation of a bearing and a gear shaft part in the power transmission system to obtain the actual working mode frequency of the power transmission system;
s52, acquiring a transmission shaft rotation frequency design value at the highest speed of the vehicle, and taking the transmission shaft rotation frequency design value as the highest rotation frequency of the transmission shaft;
s53, verifying whether the highest rotation frequency of the transmission shaft is smaller than the actual working mode frequency of the power transmission system, and the proportion of the difference value of the highest rotation frequency and the highest rotation frequency of the transmission shaft to the actual working mode frequency of the power transmission system is larger than a set proportion;
if yes, judging that the bending resonance risk of the power transmission system is low;
if not, judging that the bending resonance risk of the power transmission system is high, and changing the design value of the rotation frequency of the transmission shaft when the highest speed is needed.
8. The method of claim 7, wherein the weight set in step S13 is 1 ton;
in step S24, braking is eliminated by eliminating hand brake or pedal braking;
the correction frequency is set to 3Hz in step S51;
in step S53, the set ratio is 10%.
9. A light truck powertrain modal testing apparatus, comprising:
the vehicle state checking and counterweight setting module is used for checking the vehicle state and adding a counterweight to the vehicle;
a powertrain lash elimination module for configuring a vehicle restraint state to eliminate a vehicle powertrain lash; the acceleration sensor setting module is used for selecting mode test points at corresponding positions of the engine, the gearbox, the transmission shaft and the drive axle, and arranging an acceleration sensor at the mode test points;
the power train mode identification module is used for constructing a power train test geometric model according to the mode test point positions, selecting a test point on a vehicle body, applying force hammer excitation at the test point, and identifying the power train mode; and the test result evaluation module is used for correcting the power train modal data to obtain the actual working modal frequency of the power train, and verifying the resonance risk of the power train according to the relationship between the actual working modal frequency of the power train and the highest rotation frequency of the transmission shaft.
10. The light truck powertrain modal testing device of claim 9, wherein the vehicle condition check and weight setting module includes:
the vehicle configuration verification unit is used for checking related parts of the vehicle and verifying whether the vehicle configuration is to-be-verified or not;
a vehicle configuration changing unit for changing the vehicle configuration when the vehicle configuration is not the configuration to be verified;
the component assembly detection unit is used for detecting whether the assembly of each component of the vehicle meets the requirements when the vehicle is configured to be verified;
a vehicle component reassembling unit for reassembling each component of the vehicle when the assembly of each component of the vehicle is not satisfactory;
the counterweight setting unit is used for adding a counterweight with set weight to the vehicle when the assembly of all parts of the vehicle meets the requirements; the powertrain lash elimination module includes:
the ground test environment judging unit is used for judging the ground test environment;
the first setting unit of the vehicle is used for setting a thrust block on the flat ground when the ground test environment is the flat ground and driving the vehicle on the thrust block;
the second setting unit of the vehicle is used for driving the vehicle to the slope when the ground test environment is the slope;
the transmission system clearance elimination unit is used for extinguishing the vehicle and eliminating braking, and keeping the vehicle stationary in a gear through an engine anti-dragging locking mode;
a power train clearance elimination judging unit for rotating the transmission shaft to judge whether the power train clearance has been eliminated; the vehicle ground environment adjusting unit is used for replacing a slope or adjusting the thrust block when the transmission line clearance is not eliminated; the test condition meeting judging unit is used for judging that the necessary condition of the power train modal test is met when the power train clearance is eliminated;
the acceleration sensor setting module includes:
the device comprises a modal test point selection unit, a modal test point selection unit and a test point selection unit, wherein the modal test point selection unit is used for selecting the front end of an engine, the position of a flywheel shell, the tail part of a gearbox, the front part of a transmission shaft, the middle part of the transmission shaft, the tail part of the transmission shaft, the front part of a drive axle and the tail part of the drive axle as modal test points;
the whole vehicle coordinate system appointing unit is used for appointing the direction of the whole vehicle coordinate system;
the acceleration sensor arrangement unit is used for arranging a three-way acceleration sensor at the mode test point according to the direction parallel to the whole vehicle coordinate system;
the powertrain modality identification module includes:
the power train test geometric model building unit is used for measuring the relative positions of the acceleration sensors and building a power train test geometric model;
the test point selecting unit is used for selecting test points at the plane of the flywheel housing and the gearbox;
the hammering excitation applying unit is used for applying hammering excitation force Y direction and Z direction at the test point;
a power train mode identification unit for processing the hammering test data by using a multi-reference least square complex frequency domain algorithm to identify a power train bending mode;
the test result evaluation module comprises:
the power transmission system bending mode frequency correction unit is used for subtracting the correction frequency from the static test frequency in the identified power transmission system bending mode according to the influence of an oil film in the actual operation of the bearing and the gear shaft component in the power transmission system to obtain the actual working mode frequency of the power transmission system;
the transmission shaft rotation frequency design value acquisition unit is used for acquiring a transmission shaft rotation frequency design value at the highest speed as the highest rotation frequency of the transmission shaft;
the frequency comparison unit is used for verifying whether the highest rotation frequency of the transmission shaft is smaller than the actual working mode frequency of the power transmission system, and the ratio of the difference value of the highest rotation frequency and the highest rotation frequency of the transmission shaft to the actual working mode frequency of the power transmission system is larger than a set ratio;
the low resonance risk judging unit is used for judging that the bending resonance risk of the power transmission system is low when the highest rotating frequency of the transmission shaft is smaller than the actual working mode frequency of the power transmission system and the proportion of the difference value of the highest rotating frequency and the highest rotating frequency of the transmission shaft to the actual working mode frequency of the power transmission system is larger than the set proportion;
and the high resonance risk judging unit is used for judging that the bending resonance risk of the power transmission system is high when the highest rotation frequency of the transmission shaft is larger than the actual working mode frequency of the power transmission system or the highest rotation frequency of the transmission shaft is smaller than the actual working mode frequency of the power transmission system, but the difference value of the transmission shaft and the highest rotation frequency is smaller than or equal to the set proportion when the ratio of the difference value of the transmission shaft and the highest rotation frequency of the transmission shaft to the actual working mode frequency of the power transmission system is smaller than or equal to the set proportion, and the transmission shaft rotation frequency design value when the highest speed of the vehicle needs to be changed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311709980.8A CN117740401A (en) | 2023-12-12 | 2023-12-12 | Light truck power train modal testing method and device |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202311709980.8A CN117740401A (en) | 2023-12-12 | 2023-12-12 | Light truck power train modal testing method and device |
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| CN117740401A true CN117740401A (en) | 2024-03-22 |
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| CN202311709980.8A Pending CN117740401A (en) | 2023-12-12 | 2023-12-12 | Light truck power train modal testing method and device |
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| Country | Link |
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| CN (1) | CN117740401A (en) |
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