Method for matching shock absorber of dual-mode automobile four-wheel drive system

Abstract

The application discloses a kind of bimodal automobile four-wheel drive transmission system shock absorber matching method, comprising the following steps: S1, identifying vehicle transmission system torsional vibration frequency and vibration level;S2, identifying rear section transmission shaft bending mode frequency;S3, identifying the translational rigid body mode of shock absorber;S4, identifying the rotational mode of shock absorber;S5, mode matching.The bimodal automobile four-wheel drive transmission system shock absorber matching method of the application separately matches the translational and rotational modes of shock absorber, aligns the rotational mode with the torsional vibration frequency of transmission system, aligns the translational mode with the bending mode of transmission shaft, and simultaneously solves the vibration and noise problems caused by torsional vibration of automobile four-wheel drive transmission system and bending of transmission shaft.

Description

Technical Field

[0001] This invention belongs to the field of shock absorber matching for automotive four-wheel drive transmission systems. Specifically, this invention relates to a method for matching shock absorbers in a dual-mode automotive four-wheel drive transmission system. Background Technology

[0002] Four-wheel drive vehicles, due to their high driving force and long transmission system, often experience torsional vibration and driveshaft resonance, leading to overall vehicle vibration and noise issues that affect the driving experience. To address this problem, vehicles typically require a shock absorber between the rear driveshaft and the RDU (rear axle drive unit) to overcome torsional vibration in the transmission system; additionally, a shock absorber is needed on the rear driveshaft to overcome driveshaft bending modes.

[0003] In the existing technology, there is a lack of the same or similar methods for dual-modal matching design of shock absorbers for automotive four-wheel drive systems. Summary of the Invention

[0004] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention provides a method for matching shock absorbers in a dual-modal automotive four-wheel drive system, with the purpose of achieving modal matching of a single shock absorber and avoiding vibration and noise caused by torsional vibration and driveshaft bending in the automotive four-wheel drive system.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is: a method for matching shock absorbers in a dual-modal automotive four-wheel drive transmission system, comprising the following steps:

[0006] S1. Identify the torsional vibration frequency and vibration level of the vehicle's transmission system;

[0007] S2. Identify the bending modal frequency of the rear drive shaft;

[0008] S3. Identify the translational rigid body modes of the shock absorber;

[0009] S4. Identify the rotational modes of the shock absorber;

[0010] S5, Modal matching.

[0011] In step S5, the radial translation mode of the shock absorber is made consistent with the bending mode of the transmission shaft, and the rotation mode of the shock absorber is made consistent with the torsional vibration frequency of the transmission system.

[0012] In step S2, the force hammer method is used to determine the array, with more than 5 measuring points, and the excitation force is kept at the peak level of torsional vibration. The array corresponding to the first-order bending mode is picked up.

[0013] In step S3, the horizontal and vertical rigid body modes of the shock absorber are identified in the vehicle coordinate system.

[0014] In step S3, the shock absorber is fixed to the rigid boundary by bolts and a fully rigid adapter. Vertical and horizontal excitations are applied respectively, and the amplitude of the excitation force is the same as the peak amplitude of the torsional vibration. The frequencies corresponding to the translational modes along the Y and Z directions of the whole vehicle are picked up respectively.

[0015] In step S4, the shock absorber is excited around its axis during test drive. The amplitude of the excitation force is the same as the amplitude of the peak value of the torsional vibration, and the frequency corresponding to its first-order rotational pattern is picked up.

[0016] The shock absorber includes a mass ring, a flange, and a vulcanized rubber structure connected to the mass ring and the flange.

[0017] The mass ring has a circular structure, the flange block has a circular structure, the vulcanized rubber structure is located between the flange block and the mass ring, and the vulcanized rubber structure and the flange block are located in the central hole of the mass ring.

[0018] The flange block is connected to a fully rigid transition tooling by bolts, and multiple bolts are provided.

[0019] The dual-mode vehicle four-wheel drive transmission system shock absorber matching method of the present invention matches the translational and rotational modes of the shock absorber separately, aligning the rotational mode with the torsional vibration frequency of the transmission system and the translational mode with the bending mode of the drive shaft, thereby solving the vibration and noise problems caused by torsional vibration and drive shaft bending in the vehicle four-wheel drive transmission system. Attached Figure Description

[0020] Figure 1 This is a side view of the shock absorber;

[0021] Figure 2 These are the side and front views of the shock absorber.

[0022] Figure 3 This is a schematic diagram of the rigid body modes of the shock absorber in the horizontal and vertical directions;

[0023] Figure 4 This is a schematic diagram of the rotational modes of the shock absorber;

[0024] The markings in the above figures are: 1. Mass ring; 2. Flange block; 3. Bolt; 4. Vulcanized rubber structure; 5. Fully rigid adapter tooling. Detailed Implementation

[0025] To facilitate understanding of the present invention, a more comprehensive description of the present invention will be given below with reference to the accompanying drawings, which illustrate several embodiments of the present invention. However, the present invention can be implemented in different forms and is not limited to the embodiments described in the text. Rather, these embodiments are provided to make the disclosure of the present invention more thorough and complete.

[0026] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there may be an intermediate component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intermediate component at the same time.

[0027] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly associated with those skilled in the art to which this invention pertains. The terminology used herein in the specification of this invention is for the purpose of describing particular embodiments and is not intended to limit the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0028] This invention provides a method for matching shock absorbers in a dual-modal automotive four-wheel drive system, comprising the following steps:

[0029] S1. Identify the torsional vibration frequency and vibration level of the vehicle's transmission system;

[0030] S2. Identify the bending modal frequency of the rear drive shaft;

[0031] S3. Identify the translational rigid body modes of the shock absorber;

[0032] S4. Identify the rotational modes of the shock absorber;

[0033] S5, Modal matching.

[0034] Specifically, the shock absorber is a ring-shaped mass-spring system, typically installed between the rear driveshaft and the RDU (Rear Drive Unit) of a four-wheel drive system. The shock absorber has six rigid body modes (three translational and three rotational) and uses the vehicle coordinate system. For example... Figure 1 and Figure 2 As shown, the shock absorber includes a mass ring 1, a flange block 2, and a vulcanized rubber structure 4 connected to the mass ring 1 and the flange block 2. The mass ring 1 is a circular ring structure, and the flange block 2 is a circular structure. The axis of the mass ring 1 is parallel to or coaxial with the axis of the flange block 2. The vulcanized rubber structure 4 is located between the flange block 2 and the mass ring 1, and the vulcanized rubber structure 4 and the flange block 2 are located in the central hole of the mass ring 1. The vulcanized rubber structure 4 plays a role in shock absorption. The mass ring 1 provides inertial mass, and the vulcanized rubber structure 4 provides stiffness.

[0035] Preferably, the flange block 2 is connected to the fully rigid transition tooling 5 by bolts 3, which facilitates disassembly and assembly. Multiple bolts 3 are provided, and the number of bolts 3 is 4-6. All bolts 3 are evenly distributed circumferentially with the axis of the flange block 2 as the center line.

[0036] In step S1 above, the torsional vibration frequency of the vehicle's transmission system is identified, the frequency and peak level are recorded, and the correlation with the vehicle's NVH issues is established.

[0037] In step S2 above, the force hammer method is used to determine the array, with more than 5 measuring points, and the excitation force is kept at the peak level of torsional vibration. The array corresponding to the first-order bending mode is picked.

[0038] In step S3 above, the horizontal and vertical rigid body modes of the shock absorber are identified in the vehicle coordinate system, such as... Figure 3 As shown.

[0039] In step S3 above, the shock absorber is fixed to the rigid boundary by bolts 3 and the fully rigid adapter 5. Vertical and horizontal excitations are applied respectively, and the amplitude of the excitation force is the same as the peak amplitude of the torsional vibration. The frequencies corresponding to the translational modes along the Y and Z directions of the whole vehicle are picked up respectively.

[0040] In step S4 above, 4. Identify the torsional mode of the shock absorber, such as... Figure 4 As shown. The fixed boundary is the same as in step S3. The shock absorber is excited about its axis during test drive. The amplitude of the excitation force is the same as the amplitude of the peak value of the torsional vibration. The frequency corresponding to its first-order rotational pattern is picked.

[0041] In step S5 above, modal matching is performed in the vehicle coordinate system to ensure that the translational modes of the shock absorber in the horizontal and vertical directions are consistent with the bending modes of the drive shaft; and that the torsional modes of the shock absorber are consistent with the torsional vibration frequency of the transmission system. Recommended frequency peak correspondence: The peak frequency range should be half the power bandwidth corresponding to the center frequency of the torsional vibration and the bending modes of the rear drive shaft. The translational and rotational frequencies of the shock absorber should be within this frequency range. Fine-tuning should be performed after verification at the vehicle boundary.

[0042] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution of the present invention to other occasions without modification, are all within the protection scope of the present invention.

Claims

1. A method for matching shock absorbers in a dual-modal automotive four-wheel drive transmission system, characterized in that, Including the following steps: S1. Identify the torsional vibration frequency and vibration level of the vehicle's transmission system; S2. Identify the bending modal frequency of the rear drive shaft; S3. Identify the translational rigid body modes of the shock absorber; S4. Identify the rotational modes of the shock absorber; S5, Modal matching; The shock absorber includes a mass ring, a flange block, and a vulcanized rubber structure connected to the mass ring and the flange block. The vulcanized rubber structure is located between the flange block and the mass ring. The vulcanized rubber structure and the flange block are located in the central hole of the mass ring. The vulcanized rubber structure plays a shock-absorbing role, the mass ring is used to provide inertial mass, and the vulcanized rubber structure is used to provide stiffness. In step S1, the torsional vibration frequency of the vehicle's transmission system is identified, the frequency and peak level are recorded, and they are correlated with the vehicle's NVH issues. In step S2, the force hammer method is used to determine the array pattern, with more than 5 measuring points, and the excitation force is kept at the peak level of torsional vibration. The array pattern corresponding to the first bending mode is picked. In step S3, the horizontal and vertical rigid body modes of the shock absorber are identified in the vehicle coordinate system; In step S3, the shock absorber is fixed to the rigid boundary by bolts and a fully rigid adapter. Vertical and horizontal excitations are applied respectively, and the amplitude of the excitation force is the same as the peak amplitude of the torsional vibration. The frequencies corresponding to the translational modes along the Y and Z directions of the whole vehicle are picked up respectively. In step S4, the torsional mode of the shock absorber is identified, the fixed boundary is the same as in step S3, the shock absorber is excited about its axis during test drive, the amplitude of the excitation force is the same as the amplitude of the peak value of the torsional vibration, and the frequency corresponding to its first order rotational mode is picked.

2. The shock absorber matching method for a dual-modal automotive four-wheel drive transmission system according to claim 1, characterized in that, In step S5, the radial translation mode of the shock absorber is made consistent with the bending mode of the transmission shaft, and the rotation mode of the shock absorber is made consistent with the torsional vibration frequency of the transmission system.

3. The shock absorber matching method for a dual-modal automotive four-wheel drive transmission system according to claim 1, characterized in that, The flange block is connected to a fully rigid transition tooling by bolts, and multiple bolts are provided.

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