Whole vehicle acceleration maximum lateral shake evaluation method

Abstract

The application discloses a kind of whole vehicle acceleration maximum lateral shaking evaluation methods, it is through the dispersion of the vehicle posture between different vehicles, determine the maximum angle of the transmission shaft of measured vehicle, ensure that 99.7% vehicle transmission shaft angle < maximum angle;By whole left and right transmission shaft phase difference, make transmission shaft axial derived force maximum.Due to the widespread application of constant velocity universal joint drive shaft, vehicle acceleration driving is prone to lateral shaking, and the size of whole vehicle lateral shaking and the selection of transmission shaft knuckle type, the size of transmission shaft angle, the change of left and right transmission shaft working state and whole vehicle parameter are related.The parameters related to lateral shaking are prone to change when whole vehicle accelerates and drives, so there is great fluctuation in whole vehicle acceleration lateral shaking, and the whole vehicle maximum lateral shaking is determined by the whole vehicle acceleration maximum lateral shaking evaluation method, which has important guiding significance for vehicle design.

Description

Technical Field

[0001] This invention belongs to the field of vehicle acceleration lateral vibration control technology, specifically relating to a method for evaluating the maximum lateral vibration during vehicle acceleration. Background Technology

[0002] To achieve constant angular velocity rotation of the left and right wheels when the angle between the gearbox output shaft and the wheel input shaft (drive shaft angle) is not zero, the three-pin constant velocity universal joint drive shaft assembly is widely used in many front-wheel drive vehicles. In the three-pin joint drive shaft, the three-column groove housing rotates once, and the ball ring slides in and out of the groove track, completing one cycle of motion. During the ball ring's sliding process, sliding friction and rolling friction exist, and the axial derived force is equal to the sum of the sliding friction and rolling friction. For example... Figure 1 As shown, the axial force derived from the drive shaft is the root cause of lateral vibration of the vehicle body. Furthermore, the lateral vibration of the entire vehicle is inconsistent with the direction of vehicle travel, which is an unstable operating condition and is very likely to generate user complaints about safety.

[0003] For the same vehicle model, the acceleration lateral vibration measurement results for different vehicles are shown below. Figure 2 .from Figure 2 It can be seen that there are significant fluctuations in lateral vibration among different vehicles. Sometimes, the lateral vibration of the entire vehicle is too large and unacceptable during acceleration; at other times, the lateral vibration is relatively small and acceptable. This uncertainty in vehicle acceleration vibration fluctuations poses a significant challenge to vehicle design. Therefore, determining a method for evaluating the maximum lateral vibration during vehicle acceleration is crucial for controlling and optimizing vehicle lateral vibration.

[0004] Depend on Figure 1 It can be seen that the axial derived force of a single driveshaft is mainly related to the wheel torque, driveshaft pitch type, driveshaft angle, and phase difference between the left and right driveshafts. The model for the axial derived force of the entire vehicle driveshaft is shown below. Figure 3 Between different vehicles, the driveshaft pitch profile and wheel torque vary relatively little; the phase difference between the left and right driveshafts changes easily with vehicle steering; the driveshaft angle also changes with vehicle posture. Therefore, the key to evaluating the maximum lateral vibration during vehicle acceleration is to determine the maximum driveshaft angle and the phase difference between the left and right driveshafts. The larger the driveshaft angle, the greater the axial derived force; the smaller the phase difference between the left and right driveshafts, the greater the axial derived force. Summary of the Invention

[0005] To address the technical problems existing in the prior art, this invention provides a method for evaluating the maximum lateral vibration during vehicle acceleration. It determines the maximum angle of the driveshaft of the tested vehicle by measuring the dispersion of vehicle postures between different vehicles, ensuring that the driveshaft angle of 99.7% of vehicles is less than the maximum angle. At the same time, by adjusting the phase difference between the left and right driveshafts, the axial derivative force of the driveshaft is maximized.

[0006] This invention discloses a method for evaluating the maximum lateral vibration during vehicle acceleration, which obtains the design angle of the driveshaft of the vehicle under test. The center distance L between the fixed universal joint and the movable universal joint of the drive shaft of the vehicle under test is based on The distance between the wheel centerline and the gearbox output shaft centerline is calculated using L. ; Obtain the distance R from the wheel centerline of the vehicle under test to the horizontal ground and the distance H from the subframe reference line to the horizontal ground, and calculate =RH, The data were subjected to regression analysis to obtain Limit deviation The distance between the center line of the transmission output shaft and the subframe reference line of the vehicle under test is adjusted by adding counterweights to the vehicle. = At this time, the included angle of the drive shaft is at its maximum. = Adjust the left and right drive shafts of the vehicle under test to make the phase difference between them zero; accelerate from 1000 rpm to 5500 rpm, and measure the vibration of the wheel hub, vehicle lift point, seat rail, and steering wheel during this acceleration process. Measure the vibration amplitude, frequency, and rotational speed of the seat rail to obtain a three-dimensional image of the seat rail vibration; calculate the rotational order of the three-ball pin drive shaft. Based on the three-dimensional image of the seat guide rail vibration, order slicing is performed to obtain the rotational speed-vibration two-dimensional curves of the corresponding measuring points of the seat guide rail.

[0007] In a preferred embodiment of the present invention The calculation formula is: = .

[0008] In a preferred embodiment of the present invention, the phase difference between the left and right drive shafts is...

[0009] =

[0010] =

[0011] = +

[0012] ;

[0013] , The axial derived force of the left and right drive shafts; The amplitude; For phase; Angular velocity, It is the resultant force of the axial forces derived from the left and right drive shafts.

[0014] In a preferred embodiment of the present invention, the method for adjusting the phase difference between the left and right drive shafts to 0 includes:

[0015] S1, mark A parallel to the axis of the three-pin bracket on the end faces of the left and right drive shafts using a marker. and B ;

[0016] S2, mark the same marks as A in S1 on the left and right tires respectively with a marker. and B A one-to-one correspondence Line and B Wire;

[0017] S3, before each acceleration and driving measurement, adjust the relative angle of the left and right wheels so that the A of the left and right tires is... Line and B coincide.

[0018] In a preferred embodiment of the present invention, in step S1, three lines A parallel to the axis of the three-pin bracket are drawn on the end faces of the left and right drive shafts using a marker. and 3 B Any two A's The included angle between them is 120°, and any two B's The angle between them is 120°.

[0019] In a preferred embodiment of the present invention, the distance R from the wheel centerline to the horizontal ground and the distance H from the subframe reference line to the horizontal ground of different vehicles under test are obtained based on a vehicle four-wheel alignment test bench and a laser sensor.

[0020] In a preferred embodiment of the present invention, before adjusting the left and right drive shafts of the vehicle under test to make the phase difference between the left and right drive shafts zero, acceleration sensors are installed on the vehicle wheel hubs, vehicle body lifting points, seat rails and steering wheel of the vehicle under test, and the engine speed signal of the vehicle under test is connected to the test equipment.

[0021] In a preferred embodiment of the present invention, the subframe reference line is a line connecting the vehicle height and attitude measurement points.

[0022] In a preferred embodiment of the invention, the distance between the center line of the transmission output shaft and the subframe reference line of the vehicle under test is adjusted by adding a counterweight at the passenger seat of the vehicle under test. = .

[0023] In a preferred embodiment of the present invention, the speed-vibration two-dimensional curve of the corresponding measuring point of the seat guide rail is the vibration value measured according to the minimum phase difference and the maximum transmission shaft angle. This speed-vibration two-dimensional curve reflects the worst situation of the customer. As long as it is qualified under this condition, it can be guaranteed that all vehicles will have qualified acceleration vibration under the user's operating conditions.

[0024] The beneficial effects of this invention are as follows: This invention discloses a method for clearly evaluating the maximum lateral vibration during vehicle acceleration, which can determine the maximum lateral vibration of the entire vehicle and has important guiding significance for vehicle design; by using the maximum lateral vibration value of the entire vehicle as the design target, this invention can ensure that all vehicles achieve the design target value under user operating conditions. This avoids complaints about acceleration vibration from some vehicles and some users due to insufficient design of the overall vehicle target. It has practical significance for improving product quality and user satisfaction. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the axial derived forces of a vehicle in the prior art;

[0026] Figure 2 This is a simulation diagram of lateral vibration of the whole vehicle in the existing technology;

[0027] Figure 3 This is a model diagram of the axial derived force of the vehicle drive shaft in the existing technology;

[0028] Figure 4 This is a flowchart of a method for evaluating the maximum lateral vibration during vehicle acceleration according to the present invention;

[0029] Figure 5 This invention relates to a method for evaluating the maximum lateral vibration during vehicle acceleration, specifically a seat guide rail vibration simulation. Figure Three Vito;

[0030] Figure 6 This invention relates to a method for evaluating the maximum lateral vibration during vehicle acceleration, which uses a two-dimensional curve of rotational speed and vibration measured at a point on the seat rail.

[0031] Figure 7 This is a schematic diagram of the parameters of the method for evaluating the maximum lateral vibration during vehicle acceleration according to the present invention;

[0032] Figure 8 This is a schematic diagram of the parameters of the method for evaluating the maximum lateral vibration during vehicle acceleration according to the present invention;

[0033] Figure 9 This is a schematic diagram of the drive shaft of the vehicle acceleration maximum lateral vibration evaluation method of the present invention;

[0034] Figure 10 This is a schematic diagram of the three-ball pin bracket on the drive shaft of the present invention, which is a method for evaluating the maximum lateral vibration during vehicle acceleration.

[0035] Figure 11 This is a schematic diagram of the left end face of the drive shaft of the present invention, which is a method for evaluating the maximum lateral vibration during vehicle acceleration.

[0036] Figure 12 This is a schematic diagram of the right end face of the drive shaft of the present invention, which is a method for evaluating the maximum lateral vibration during vehicle acceleration.

[0037] Figure 13 This is a schematic diagram of the left wheel of the vehicle according to the present invention, which is a method for evaluating the maximum lateral vibration during vehicle acceleration.

[0038] Figure 14 This is a schematic diagram of the right wheel of a method for evaluating the maximum lateral vibration during vehicle acceleration according to the present invention;

[0039] In the figure, 1-drive shaft end face; 2-ball cage type constant velocity universal joint; 3-drive half shaft; 4-three ball pin type constant velocity universal joint. Detailed Implementation

[0040] The technical solutions (including preferred technical solutions) of the present invention will be further described in detail below with reference to the accompanying drawings and by way of listing some optional embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0041] This invention discloses a method for evaluating the maximum lateral vibration during vehicle acceleration, which obtains the design angle of the driveshaft of the vehicle under test. The center distance L between the fixed universal joint and the movable universal joint of the drive shaft of the vehicle under test is based on The distance between the wheel centerline and the gearbox output shaft centerline is calculated using L. ; Obtain the distance R from the wheel centerline of the vehicle under test to the horizontal ground and the distance H from the subframe reference line to the horizontal ground, and calculate =RH, The data were subjected to regression analysis to obtain Limit deviation The distance between the center line of the transmission output shaft and the subframe reference line of the vehicle under test is adjusted by adding counterweights to the vehicle. = At this time, the included angle of the drive shaft is at its maximum. = Adjust the left and right drive shafts of the vehicle under test to make the phase difference between them zero; accelerate from 1000 rpm to 5500 rpm, and measure the vibration of the wheel hub, vehicle lift point, seat rail, and steering wheel during this acceleration process. Measure the vibration amplitude, frequency, and rotational speed of the seat rail to obtain a three-dimensional image of the seat rail vibration; calculate the rotational order of the three-ball pin drive shaft. Based on the three-dimensional image of the seat guide rail vibration, order slicing is performed to obtain the rotational speed-vibration two-dimensional curves of the corresponding measuring points of the seat guide rail.

[0042] In a preferred embodiment of the present invention The calculation formula is: = .

[0043] In a preferred embodiment of the present invention, the phase difference between the left and right drive shafts is...

[0044] =

[0045] =

[0046] = +

[0047] ;

[0048] , The axial derived force of the left and right drive shafts; The amplitude; For phase; Angular velocity, It is the resultant force of the axial forces derived from the left and right drive shafts.

[0049] In a preferred embodiment of the present invention, the method for adjusting the phase difference between the left and right drive shafts to 0 includes:

[0050] S1, mark A parallel to the axis of the three-pin bracket on the end faces of the left and right drive shafts using a marker. and B ;

[0051] S2, mark the same marks as A in S1 on the left and right tires respectively with a marker. and B A one-to-one correspondence Line and B Wire;

[0052] S3, before each acceleration and driving measurement, adjust the relative angle of the left and right wheels so that the A of the left and right tires is... Line and B coincide.

[0053] In a preferred embodiment of the present invention, in step S1, three lines A parallel to the axis of the three-pin bracket are drawn on the end faces of the left and right drive shafts using a marker. and 3 B Any two A's The included angle between them is 120°, and any two B's The angle between them is 120°.

[0054] In a preferred embodiment of the present invention, the distance R from the wheel centerline to the horizontal ground and the distance H from the subframe reference line to the horizontal ground of different vehicles under test are obtained based on a vehicle four-wheel alignment test bench and a laser sensor.

[0055] In a preferred embodiment of the present invention, before adjusting the left and right drive shafts of the vehicle under test to make the phase difference between the left and right drive shafts zero, acceleration sensors are installed on the vehicle wheel hubs, vehicle body lifting points, seat rails and steering wheel of the vehicle under test, and the engine speed signal of the vehicle under test is connected to the test equipment.

[0056] In a preferred embodiment of the present invention, the subframe reference line is a line connecting the vehicle height and attitude measurement points.

[0057] In a preferred embodiment of the invention, the distance between the center line of the transmission output shaft and the subframe reference line of the vehicle under test is adjusted by adding a counterweight at the passenger seat of the vehicle under test. = .

[0058] In a preferred embodiment of the present invention, the speed-vibration two-dimensional curve of the corresponding measuring point of the seat guide rail is the vibration value measured according to the minimum phase difference and the maximum transmission shaft angle. This speed-vibration two-dimensional curve reflects the worst situation of the customer. As long as it is qualified under this condition, it can be guaranteed that all vehicles will have qualified acceleration vibration under the user's operating conditions.

[0059] The specific steps of this invention are as follows:

[0060] S1 query And L, calculated according to Appendix 1 ;

[0061] S2 obtains the R and H values ​​of different vehicle wheels from the four-wheel alignment test bench, as shown in Appendix 2. Calculation =RH, via By performing regression analysis, we can obtain Limit deviation .

[0062] S3 adjusts the vehicle's posture by adding counterweights. To maximize the included angle of the drive shaft = =

[0063] S4 installs acceleration sensors on the vehicle's wheel hubs, body lift points, seat rails, and steering wheel, and connects the engine speed signal to the testing equipment.

[0064] S5 Adjust left and right drive shafts A With B coincide

[0065] The S6 was used to measure vibrations at low gears (2nd and 3rd gear) from 1000 rpm to 5500 rpm throughout the acceleration process, including vibrations at the wheel hubs, vehicle lift points, seat rails, and steering wheel. A 3D graph showing the vibration amplitude, frequency, and rotational speed of the seat rails is available. Figure 5 .

[0066] S7 calculates the rotation order of the three-ball pin drive shaft:

[0067] (1)

[0068] By substituting the corresponding gear of the transmission and the speed ratio of the final drive into the formula, the result can be obtained. .

[0069] S8 Figure 6 The rotational speed-vibration two-dimensional curves of the corresponding measuring points are obtained by performing order slicing.

[0070] Appendix 1: Calculation

[0071] like Figure 7 As shown, assuming , These are the centers of the fixed universal joint and the movable universal joint of the drive shaft, respectively, where L is... and Length; The distance between the center lines of the wheel and the gearbox output shaft. Design the included angle for the drive shaft.

[0072] Based on trigonometric function relationships = It can be found .

[0073] Appendix 2: Determination

[0074] On the vehicle's four-wheel alignment test bench, a laser sensor is used to measure the distance R from the wheel centerline to the horizontal ground; a reference point is selected on the subframe, and the distance H from that reference point to the horizontal ground is measured.

[0075] As attached Figure 8 The distance between the gearbox output shaft and the wheel centerline is defined. Represents the actual values. The R and H values ​​of different vehicle wheels are obtained from a four-wheel alignment test bench, and then calculated. =RH, via By performing regression analysis on the data, we can obtain... Limit deviation .

[0076] Appendix 3: Method for Determining and Adjusting the Phase of the Driveshaft

[0077] Assumption , The axial derived force of the left and right drive shafts; The amplitude; For phase; Angular velocity, It is the resultant force of the axial forces derived from the left and right drive shafts. This represents the phase difference.

[0078] = (1)

[0079] = (2)

[0080] = + (3)

[0081] (4)

[0082] (5)

[0083] when = When the phase of the left and right universal joints is 0, the lateral force on the drive shaft has its maximum value. This will cause greater lateral vibration in the vehicle.

[0084] like Figures 9-12 As shown, the steps for phase difference adjustment are as follows:

[0085] S1, on the end faces of the left and right drive shafts, draw A parallel to the axis of the three-pin bracket with a marker. and B ;

[0086] S2, use a marker to mark the left and right end faces A on the left and right tires respectively. and B Wire;

[0087] S3, before each acceleration and driving measurement, adjust the relative angle of the left and right wheels so that the A of the left and right tires is... With B coincide.

[0088] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and optimizations can be made without departing from the technical principles of the present invention, and these improvements and optimizations should also be considered within the scope of protection of the present invention.

[0089] Those skilled in the art will readily understand that the above are merely preferred embodiments of the present invention and are not intended to limit the invention. Any modifications, combinations, substitutions, improvements, etc., made within the spirit and principles of the present invention are included within the protection scope of the present invention.

Claims

1. A method for evaluating the maximum lateral vibration during vehicle acceleration, characterized in that: Obtain the design angle of the driveshaft of the vehicle under test. The center distance L between the fixed universal joint and the movable universal joint of the drive shaft of the vehicle under test is based on The distance between the wheel centerline and the gearbox output shaft centerline is calculated using L. ; Obtain the distance R from the wheel centerline of the vehicle under test to the horizontal ground and the distance H from the subframe reference line to the horizontal ground, and calculate =RH, The data were subjected to regression analysis to obtain Limit deviation The distance between the center line of the transmission output shaft and the subframe reference line of the vehicle under test is adjusted by adding counterweights to the vehicle. = At this time, the included angle of the drive shaft is at its maximum. = Adjust the left and right drive shafts of the vehicle under test to make the phase difference between the left and right drive shafts 0; accelerate from 1000 tr / min to 5500 tr / min, measure the vibration of the wheel hub, vehicle body lifting point, seat rail and steering wheel during the acceleration process, measure the vibration amplitude, frequency and speed of the seat rail to obtain a three-dimensional image of the seat rail vibration. Calculate the rotation order of the three-ball pin drive shaft: Based on the three-dimensional image of the seat rail vibration, order slicing is performed to obtain the rotation speed-vibration two-dimensional curves of the corresponding measuring points of the seat rail. The calculation formula is: = .

2. The method for evaluating maximum lateral vibration during vehicle acceleration according to claim 1, characterized in that: Phase difference between left and right drive shafts = = = + ； , The axial derived force of the left and right drive shafts; The amplitude; For phase; Angular velocity, It is the resultant force of the axial forces derived from the left and right drive shafts.

3. The method for evaluating maximum lateral vibration during vehicle acceleration according to claim 1, characterized in that: Methods for adjusting the phase difference between the left and right drive shafts to 0 include: S1, mark A parallel to the axis of the three-pin bracket on the end faces of the left and right drive shafts using a marker. and B ; S2, mark the same marks as A in S1 on the left and right tires respectively with a marker. and B A one-to-one correspondence Line and B Wire; S3, before each acceleration and driving measurement, adjust the relative angle of the left and right wheels so that the A of the left and right tires is... Line and B coincide.

4. The method for evaluating maximum lateral vibration during vehicle acceleration according to claim 3, characterized in that: In S1, three lines A parallel to the axis of the three-pin bracket are drawn on the end faces of the left and right drive shafts using a marker. and 3 B Any two A's The included angle between them is 120°, and any two B's The angle between them is 120°.

5. The method for evaluating maximum lateral vibration during vehicle acceleration according to claim 1, characterized in that: The distance R from the wheel centerline to the horizontal ground and the distance H from the subframe reference line to the horizontal ground are obtained based on a vehicle four-wheel alignment test bench and laser sensors for different test vehicles.

6. The method for evaluating maximum lateral vibration during vehicle acceleration according to claim 1, characterized in that: Before adjusting the left and right drive shafts of the vehicle under test to make the phase difference between the left and right drive shafts zero, acceleration sensors are installed on the vehicle wheel hubs, vehicle body lifting points, seat rails and steering wheel of the vehicle under test, and the engine speed signal of the vehicle under test is connected to the test equipment.

7. The method for evaluating maximum lateral vibration during vehicle acceleration according to claim 1, characterized in that: The subframe reference line is the line connecting the vehicle's height and attitude measurement points.

8. The method for evaluating maximum lateral vibration during vehicle acceleration according to claim 1, characterized in that: The distance between the center line of the transmission output shaft and the subframe reference line of the vehicle under test is adjusted by adding a counterweight at the passenger seat. = .

9. The method for evaluating maximum lateral vibration during vehicle acceleration according to claim 1, characterized in that: The rotational speed-vibration two-dimensional curve of the corresponding measuring point of the seat guide rail is the vibration value measured according to the conditions of minimum phase difference and maximum transmission shaft angle.

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