Power transmission component damping device, system, method, and engineering vehicle

Abstract

This invention discloses a vibration damping device, system, method, and engineering vehicle for power transmission components. The device includes a wire rope leaf spring vibration damping structure and a dual magnetorheological damper. Both ends of the wire rope leaf spring vibration damping structure are connected to the power transmission component via one of the dual magnetorheological dampers. Simultaneously, both ends of the wire rope leaf spring vibration damping structure are connected to the vehicle frame, and the middle part of the structure is connected to the power transmission component. This invention features vibration damping and impact load attenuation along the vertical and drive shaft rotation directions, structural stability and reliability, and real-time adjustment of stiffness and damping characteristics according to vehicle operating conditions. It achieves vibration and impact load attenuation of the power transmission component, improving driving comfort and the fatigue life of the power transmission component housing.

Description

Technical Field

[0001] This invention belongs to the field of vibration reduction and control technology for engineering vehicles, specifically relating to a vibration reduction device, system, method, and engineering vehicle for power transmission components. Background Technology

[0002] Engineering vehicles have heavy loads and operate in harsh environments, often traveling and working on uneven roads for extended periods. This reduces the lifespan of their components to some extent. Users also have increasingly higher requirements for ride comfort, and vibration isolation performance has a significant impact on vehicle ride comfort. As the power transmission function improves, the requirements for vibration isolation of the power transmission components also increase accordingly. Its quality directly affects the transmission of vibration to the vehicle body, impacting the overall NVH (Noise, Vibration, Harshness) performance of the vehicle.

[0003] Existing vibration isolation methods for power transmission components mostly involve leaf springs directly attached to the frame or crossbeams and connected to both sides of the frame via rubber mounts. This method has a single vibration reduction mode, mainly targeting vertical vibrations. Rubber mounts are difficult to attenuate large impacts and are prone to twisting or breakage, which can cause the steel sleeve at the mount connection point to come off or even the housing to crack.

[0004] Once the existing vibration damping device is designed and finalized, its stiffness and damping characteristics are fixed. During actual vehicle operation, the stiffness and damping characteristics cannot change in real time with the power transmission conditions and road conditions, resulting in a weak vibration isolation effect. This passive control adjustment is time-consuming and labor-intensive. Therefore, it is of great significance to develop a powertrain mounting system with a stable and reliable structure and stiffness and damping characteristics that can be adjusted in real time according to the vehicle's operating conditions. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this invention provides a vibration damping device, system, method, and engineering vehicle for power transmission components. These features include vibration damping and impact load attenuation along the vertical and rotational directions of the transmission shaft, structural stability and reliability, and real-time adjustment of stiffness and damping characteristics according to vehicle operating conditions. This achieves vibration and impact load attenuation of power transmission components, improving driving comfort and fatigue life of the power transmission component housing.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0007] In a first aspect, a vibration damping device for a power transmission component is provided, comprising: a wire rope leaf spring vibration damping structure and a dual magnetorheological damper; both ends of the wire rope leaf spring vibration damping structure are respectively connected to the power transmission component through one of the dual magnetorheological dampers, and both ends of the wire rope leaf spring vibration damping structure are respectively connected to the vehicle frame, and the middle part of the wire rope leaf spring vibration damping structure is connected to the power transmission component.

[0008] Furthermore, the wire rope leaf spring vibration damping structure includes a connecting plate, a wire rope, a leaf spring, and a rubber suspension; the leaf spring includes an upper leaf spring and a lower leaf spring; the rubber suspension is located in the middle of the leaf spring and between the upper and lower leaf springs; the wire rope is spirally wound on the leaf spring; both ends of the leaf spring are respectively connected to the vehicle frame through a connecting plate.

[0009] Furthermore, the upper and lower leaf springs are each provided with several through holes for the steel wire rope to pass through.

[0010] Furthermore, the cross-sectional dimensions of the upper and lower leaf springs vary along the length direction, with the middle being thicker and the ends thinner, while the width of the plates remains constant.

[0011] Furthermore, the connecting plate includes a connecting straight plate connected to the vehicle frame and a connecting inclined plate connected to the dual magnetorheological damper. One end of the connecting inclined plate is connected to the connecting straight plate and forms a set angle with the connecting straight plate.

[0012] Furthermore, the dual magnetorheological damper includes a working condition magnetorheological damper and a road condition magnetorheological damper. One end of the working condition magnetorheological damper is hinged to one end of the wire rope leaf spring vibration reduction structure, and the other end of the working condition magnetorheological damper is connected to one end of the road condition magnetorheological damper. The other end of the road condition magnetorheological damper is hinged to the power transmission component.

[0013] Secondly, a vibration damping system for a power transmission component is provided, comprising: an on-board main controller, a vehicle speed sensor, a rotational speed sensor, a gear selector, a road surface roughness detector, a vibration controller, and a dual magnetorheological damper in the power transmission component vibration damping device described in the first aspect, all electrically connected to the on-board main controller; the vehicle speed sensor is used to acquire the current vehicle speed; the rotational speed sensor is used to acquire the input rotational speed of the power transmission component; the gear selector is used to acquire the current gear information; the road surface roughness detector is used to acquire the current road surface information; the vibration controller is used to collect vibration data of the power transmission component through the vibration sensor, and perform data analysis to obtain the vibration frequency and amplitude; the on-board main controller is used to calculate the operating condition excitation frequency or the road condition excitation frequency, and extract the amplitude corresponding to the operating condition excitation frequency or the road condition excitation frequency from the vibration frequency and amplitude obtained by the vibration controller; simultaneously, when the amplitude exceeds a set threshold, a control command is sent to the dual magnetorheological damper to change its damping characteristics.

[0014] Furthermore, it also includes a human-machine interface display, which is electrically connected to the vehicle main controller and is used to input control commands to the vehicle main controller and display the output content of the vehicle main controller.

[0015] Thirdly, a vibration reduction method for a power transmission component is provided, based on the vibration reduction system for a power transmission component described in the second aspect, the method comprising:

[0016] In the operating condition control mode: the operating condition excitation frequency is calculated based on the input speed of the power transmission component obtained by the speed sensor and the current gear information obtained by the gear selector; the amplitude corresponding to the operating condition excitation frequency is extracted from the vibration frequency and amplitude obtained by the vibration controller; when the amplitude corresponding to the operating condition excitation frequency exceeds the set threshold, a control command is sent to the operating condition magnetorheological damper in the dual magnetorheological damper, which is used to change its own damping characteristics until the amplitude corresponding to the operating condition excitation frequency is lower than the set threshold.

[0017] In road condition control mode: Based on the current vehicle speed obtained by the vehicle speed sensor and the current road surface information obtained by the road surface unevenness detector, the spatial frequency is calculated; the road condition excitation frequency is calculated based on the spatial frequency; the amplitude corresponding to the road condition excitation frequency is extracted from the vibration frequency and amplitude obtained from the vibration controller; when the amplitude corresponding to the road condition excitation frequency exceeds the set threshold, a control command is sent to the road condition magnetorheological damper in the dual magnetorheological damper, which is used to change its own damping characteristics until the amplitude corresponding to the road condition excitation frequency is lower than the set threshold.

[0018] Furthermore, the operating excitation frequency includes:

[0019] 1) Spindle frequency:

[0020] (1)

[0021] in, This indicates the excitation frequency of the unbalanced rotating mass and reciprocating mass caused by the rotation of the power spindle. Indicates the order of the excitation force. This indicates the input speed of the power transmission component as obtained by the speed sensor;

[0022] 2) Rotation frequency of the power source:

[0023] (2)

[0024] in, Indicates the rotational frequency of the power source. Indicates the number of cylinders. This represents the stroke coefficient of an internal combustion engine;

[0025] 3) Rolling bearing frequency:

[0026] (3)

[0027] in, This indicates the frequency of failure of the rolling elements in a bearing. This indicates the rotational speed of the shaft containing the bearing. Indicates the bearing pitch diameter. Indicates the diameter of the rolling elements of the bearing. Indicates the contact angle of the rolling element;

[0028] (4)

[0029] in, This indicates the frequency of damage to the inner raceway of the bearing. Indicates the number of rolling elements in the bearing;

[0030] (5)

[0031] in, Indicates the frequency of damage to the outer raceway of the bearing;

[0032] (6)

[0033] in, Indicates the frequency of bearing cage failure;

[0034] 4) Gear frequency:

[0035] (7)

[0036] in, Indicates the meshing frequency of a fixed-axis gear. Indicates the number of teeth on a gear;

[0037] (8)

[0038] in, This indicates the meshing frequency of the planetary gears when the gear ring is fixed. Indicates the number of teeth on the gear ring. Indicates the rotational speed of the sun gear. Indicates the rotational speed of the planetary carrier;

[0039] (9)

[0040] in, Indicates the meshing frequency of the planetary gears when the planet carrier is fixed. This indicates the rotational speed of the gear ring.

[0041] Furthermore, the road condition excitation frequency is calculated using formula (11):

[0042] (11)

[0043] in, Indicates the road condition excitation frequency. This indicates the current vehicle speed as obtained by the vehicle speed sensor. Represents spatial frequency. Obtained through formula (10):

[0044] (10)

[0045] in, Represents the reference space frequency The power spectral density value of the road surface under the following conditions Indicates the reference space frequency. This indicates the frequency index.

[0046] Fourthly, an engineering vehicle is provided, wherein the engineering vehicle is equipped with the vibration damping device for the power transmission components described in the first aspect.

[0047] Fifthly, an engineering vehicle is provided, the engineering vehicle being equipped with a power transmission component vibration reduction system as described in the second aspect.

[0048] Compared with the prior art, the beneficial effects achieved by the present invention are as follows: The present invention connects the two ends of the wire rope leaf spring vibration damping structure to the power transmission component through a dual magnetorheological damper. At the same time, the two ends of the wire rope leaf spring vibration damping structure are connected to the vehicle frame, and the middle part of the wire rope leaf spring vibration damping structure is connected to the power transmission component. This achieves vibration and impact load attenuation of the power transmission component, improves driving comfort and fatigue life of the power transmission component housing. In addition, the power transmission component vibration damping device has the characteristics of vibration damping and impact load attenuation along the vertical and drive shaft rotation direction, structural stability and reliability, and stiffness and damping characteristics that can be adjusted in real time according to vehicle operating conditions. Attached Figure Description

[0049] Figure 1 This is a schematic diagram of the overall structure of a vibration damping device for a power transmission component provided in an embodiment of the present invention;

[0050] Figure 2 This is a schematic diagram of the installation status of a vibration damping device for a power transmission component on an engineering vehicle, provided by an embodiment of the present invention.

[0051] Figure 3 This is a schematic diagram of the control principle of a vibration reduction system for a power transmission component provided in an embodiment of the present invention;

[0052] In the diagram: 1. Steel wire rope leaf spring vibration damping structure; 11. Connecting plate; 111. Connecting straight plate; 112. Connecting inclined plate; 12. Steel wire rope; 13. Leaf spring; 131. Upper leaf spring; 132. Lower leaf spring; 14. Rubber suspension; 2. Dual magnetorheological damper; 21. Working condition magnetorheological damper; 22. Road condition magnetorheological damper. Detailed Implementation

[0053] The present invention will be further described below with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present invention, and should not be used to limit the scope of protection of the present invention.

[0054] Example 1:

[0055] like Figure 1 As shown, a vibration damping device for a power transmission component includes: a wire rope leaf spring vibration damping structure 1 and a dual magnetorheological damper 2; both ends of the wire rope leaf spring vibration damping structure 1 are connected to the power transmission component through a dual magnetorheological damper 2, and both ends of the wire rope leaf spring vibration damping structure 1 are connected to the vehicle frame, and the middle part of the wire rope leaf spring vibration damping structure 1 is connected to the power transmission component.

[0056] The wire rope leaf spring vibration damping structure 1 includes a connecting plate 11, a wire rope 12, a leaf spring 13, and a rubber suspension 14. The connecting plate 11 includes a straight connecting plate 111 connected to the vehicle frame and a ramp connecting plate 112 connected to the dual magnetorheological damper 2. One end of the ramp connecting plate 112 is connected to the straight connecting plate 111 at a predetermined angle. The leaf spring 13 includes an upper leaf spring 131 and a lower leaf spring 132. The rubber suspension 14 is located in the middle of the leaf spring 13, between the upper and lower leaf springs 131 and 132. The wire rope 12 is spirally wound around the leaf spring 13. Both ends of the leaf spring 13 are connected to the vehicle frame via a connecting plate 11. The upper and lower leaf springs 131 and 132 are each provided with several through holes for the wire rope 12 to pass through.

[0057] The steel wire rope leaf spring vibration damping structure 1 and the dual magnetorheological damper 2 are fixed together by a connecting plate 11. The connecting plate 11 is based on the connecting straight plate 111, with two oblique connecting plates 112 welded on it. The connecting plates 112 have holes and are connected to one end of the dual magnetorheological damper 2 by a pin. The steel wire rope 12 is spirally wound on the leaf spring 13. The leaf spring 13 is composed of two layers of steel plates (upper leaf spring 131 and lower leaf spring 132). The upper leaf spring 131 and the lower leaf spring 132 have variable cross sections. The cross-sectional dimensions of the upper leaf spring 131 and the lower leaf spring 132 vary along the length direction, being thicker in the middle and thinner at both ends, while the plate width remains constant. The rubber suspension 14 is arranged between the upper leaf spring 131 and the lower leaf spring 132, forming a steel plate and rubber sandwich structure. The dual magnetorheological damper 2 consists of two identical dampers connected at opposite ends. One end of the working condition magnetorheological damper 21 is bolted to the connecting plate 11, and one end of the road condition magnetorheological damper 22 is connected to the power transmission component B (such as...). Figure 2As shown, the working condition magnetorheological damper 21 is equipped with a low-stiffness, low-damping magnetorheological fluid, while the road condition magnetorheological damper 22 is equipped with a high-stiffness, high-damping magnetorheological fluid. One end of the working condition magnetorheological damper 21 is hinged to one end of the wire rope leaf spring vibration damping structure 1, and the other end of the working condition magnetorheological damper 21 is connected to one end of the road condition magnetorheological damper 22. The other end of the road condition magnetorheological damper 22 is hinged to the power transmission component. The two dual magnetorheological dampers 2 are symmetrically distributed on both sides of the wire rope leaf spring vibration damping structure 1, and the wire rope leaf spring vibration damping structure 1 and the dual magnetorheological dampers 2 are at a certain angle.

[0058] like Figure 2 As shown, the vibration damping device A of the present invention is installed on the power transmission component B of the engineering vehicle and connected to the vehicle frame. The power transmission component B drives the wheels C. The upper end of the wire rope leaf spring vibration damping structure 1 is connected to the power transmission component B by bolts passing through the rubber suspension 14. The two sides are connected to the power transmission component B by pins, presenting a three-point connection structure. Holes can be opened on the connecting plate 111 according to actual needs, and the vibration damping device A is fixed to the vehicle frame by bolts.

[0059] Compared with traditional vibration damping devices, this invention leverages the advantages of wire rope and leaf springs, offering features such as high support, strong environmental adaptability, long service life, diverse installation methods, excellent buffering and impact resistance, high damping, and convenient installation. This invention achieves vibration and impact load attenuation in power transmission components, improving driving comfort and the fatigue life of power transmission component housings. Simultaneously, the power transmission component vibration damping device features vibration and impact load attenuation along the vertical and drive shaft rotation directions, structural stability and reliability, and real-time adjustment of stiffness and damping characteristics according to vehicle operating conditions.

[0060] Example 2:

[0061] Based on the vibration damping device for power transmission components described in Embodiment 1, this embodiment provides a vibration damping system for power transmission components, including: an on-board main controller, a vehicle speed sensor, a rotational speed sensor, a gear selector, a road surface roughness detector, a vibration controller, and the dual magnetorheological damper 2 from the vibration damping device for power transmission components described in Embodiment 1, all electrically connected to the on-board main controller. Figure 3 As shown.

[0062] The vehicle speed sensor is used to obtain the current vehicle speed; the speed sensor is used to obtain the input speed of the power transmission components; the gear selector is used to obtain the current gear information; the road surface unevenness detector is used to obtain the current road surface information; the vibration controller is used to collect vibration data of the power transmission components through the vibration sensor, and perform data analysis to obtain the vibration frequency and amplitude; the on-board main controller is used to calculate the operating condition excitation frequency or road condition excitation frequency, and extract the amplitude corresponding to the operating condition excitation frequency or road condition excitation frequency from the vibration frequency and amplitude obtained by the vibration controller. At the same time, when the amplitude exceeds the set threshold, a control command is sent to the dual magnetorheological damper 2 to change its own damping characteristics.

[0063] The data interaction terminal of the vehicle-mounted main controller is connected to the vibration controller, and the data interaction terminal of the vehicle-mounted main controller is connected to the human-machine interface display. The human-machine interface display can input control commands to the vehicle-mounted main controller and display the output content of the vehicle-mounted main controller. The vehicle-mounted main controller includes a processor and a storage medium. The storage medium is used to store information such as vehicle speed, engine speed, gear position, and road surface unevenness. The input terminal of the vibration controller is connected to the vibration sensor. The vehicle-mounted main controller is connected to a vehicle speed sensor, an engine speed sensor, a gear selector, and a road surface unevenness detector. The dual magnetorheological damper is controlled by the vehicle-mounted main controller. The vehicle-mounted main controller acquires the vibration frequency and amplitude of the power transmission components in real time and reduces the vibration phenomenon of the power transmission components by adjusting the stiffness and damping characteristics of the dual magnetorheological damper.

[0064] Control strategies are divided into operating condition control and road condition control.

[0065] Operating conditions are controlled as follows:

[0066] 1. The speed sensor acquires the input speed of the power transmission components, and the gear selector sends the gear position signal to the vehicle controller. The operating condition excitation frequency is calculated using the following formula, and the operating condition excitation frequency is divided into:

[0067] 1) Spindle frequency

[0068] During dynamic rotation, the excitation frequency of the unbalanced rotating mass and reciprocating mass caused by the rotation of the main shaft is... for:

[0069] (1)

[0070] in, Indicates the order of the excitation force. This indicates the input speed (r / min) of the power transmission component as obtained by the speed sensor.

[0071] 2) Rotation frequency of the power source :

[0072] (2)

[0073] in, Indicates the number of cylinders. This represents the stroke coefficient of an internal combustion engine.

[0074] 3) Rolling bearing frequency:

[0075] A rolling bearing consists of four main components: an outer ring, an inner ring, rolling elements, and a cage. Each of these four components has its own unique frequency. The failure frequency of the rolling elements is calculated using formulas (3) to (6):

[0076] (3)

[0077] in, This indicates the frequency at which the rolling elements of a bearing fail, and the unit is Hertz (Hz). This indicates the rotational speed of the shaft containing the bearing, expressed in revolutions per minute (r / min). This indicates the bearing pitch diameter, in millimeters (mm). This indicates the diameter of the rolling elements in the bearing, expressed in millimeters (mm). This indicates the contact angle of the rolling element, expressed in degrees (°).

[0078] (4)

[0079] in, This indicates the frequency at which the inner race of the bearing fails, measured in Hertz (Hz). Indicates the number of rolling elements in the bearing;

[0080] (5)

[0081] in, This indicates the frequency at which the outer race of the bearing fails, and the unit is Hertz (Hz).

[0082] (6)

[0083] in, This indicates the frequency at which the bearing cage fails, measured in Hertz (Hz).

[0084] 4) Gear frequency

[0085] Gears are divided into fixed-axis gears and planetary gears. The meshing frequency formula for fixed-axis gears is calculated according to formula (7):

[0086] (7)

[0087] in, This indicates the meshing frequency of a fixed-axis gear, measured in Hertz (Hz). This indicates the number of teeth on a gear; it is dimensionless.

[0088] (8)

[0089] in, This indicates the meshing frequency of the planetary gears when the gear ring is fixed, and the unit is Hertz (Hz). This indicates the number of teeth on the gear ring; it is dimensionless. This indicates the rotational speed of the sun gear, measured in revolutions per minute (r / min). This indicates the rotational speed of the planetary carrier, measured in revolutions per minute (r / min).

[0090] (9)

[0091] in, This indicates the meshing frequency of the planetary gears when the planet carrier is fixed, and the unit is Hertz (Hz). This indicates the rotational speed of the gear ring, measured in revolutions per minute (r / min).

[0092] The negative value is taken when the rotational speeds are in the same direction, and the positive value is taken when they are in opposite directions.

[0093] Other incentives can also be calculated using formulas, which will not be listed here.

[0094] 2. The vibration sensor transmits the collected data to the vibration controller in real time. After data analysis and processing, the vibration controller transmits the vibration frequency and amplitude to the vehicle main controller.

[0095] 3. When the vehicle main controller determines that the amplitude corresponding to the above excitation frequency exceeds the corresponding set threshold, it sends a control command to the working condition magnetorheological damper 21 in the dual magnetorheological damper 2.

[0096] 4. The working condition magnetorheological damper 21 changes the stiffness damping characteristics until the amplitude corresponding to the road surface excitation frequency f is lower than the corresponding set threshold.

[0097] Road condition control is as follows:

[0098] 1. The vehicle speed sensor obtains the current speed of the engineering vehicle. The road surface roughness detector obtains the road surface condition of the engineering vehicle and calculates the spatial frequency using formula (10). :

[0099] (10)

[0100] in, Indicates the reference space frequency. Represents the reference space frequency The power spectral density value of the road surface under the given conditions is called the road surface roughness coefficient, which is the value obtained by the road surface roughness detector from the road surface condition of the engineering vehicle. It represents the frequency index, which determines the frequency structure of the road surface power spectral density.

[0101] 2. Calculate the road condition excitation frequency using formula (11):

[0102] (11)

[0103] in, This indicates the excitation frequency of road conditions.

[0104] 3. The vibration sensor transmits the collected data to the vibration controller in real time. After data analysis and processing, the vibration controller transmits the vibration frequency and amplitude to the vehicle main controller.

[0105] 4. When the vehicle main controller determines that the amplitude corresponding to the road excitation frequency f exceeds the corresponding set threshold, it sends a control command to the road condition magnetorheological damper 22 in the dual magnetorheological damper 2.

[0106] 5. The road condition magnetorheological damper 22 changes the stiffness damping characteristics until the amplitude corresponding to the road surface excitation frequency f is lower than the corresponding set threshold.

[0107] Road surface excitation is generally low-frequency, requiring high-stiffness, high-damping vibration damping devices. Operating condition excitation is generally high-frequency, also requiring high-stiffness, high-damping vibration damping devices. This invention uses dual magnetorheological dampers at different frequencies, resulting in excellent vibration damping performance and a wide damping bandwidth. The system structure of this invention is stable and reliable, and its stiffness and damping characteristics can be adjusted in real time according to vehicle operating conditions. The three-point connection structure not only has good vertical vibration damping function but also good rotational vibration damping function for power transmission components along the drive shaft.

[0108] Example 3:

[0109] Based on the vibration reduction system for a power transmission component described in Embodiment 2, this embodiment provides a vibration reduction method for a power transmission component, the method comprising:

[0110] In operating condition control mode:

[0111] The operating condition excitation frequency is calculated based on the input speed of the power transmission components obtained by the speed sensor and the current gear information obtained by the gear selector.

[0112] Extract the amplitude corresponding to the working condition excitation frequency from the vibration frequency and amplitude obtained from the vibration controller;

[0113] When the amplitude corresponding to the operating condition excitation frequency exceeds the set threshold, a control command is sent to the operating condition magnetorheological damper 21 in the dual magnetorheological damper 2, so that the operating condition magnetorheological damper 21 changes its own damping characteristics until the amplitude corresponding to the operating condition excitation frequency is lower than the set threshold.

[0114] In traffic control mode:

[0115] Based on the current vehicle speed obtained by the vehicle speed sensor and the current road surface information obtained by the road surface roughness detector, the spatial frequency is calculated.

[0116] Calculate the road condition excitation frequency based on the spatial frequency;

[0117] Extract the amplitude corresponding to the road condition excitation frequency from the vibration frequency and amplitude obtained from the vibration controller;

[0118] When the amplitude corresponding to the road condition excitation frequency exceeds the set threshold, a control command is sent to the road condition magnetorheological damper 22 in the dual magnetorheological damper 2, so that the road condition magnetorheological damper 22 can change its own damping characteristics until the amplitude corresponding to the road condition excitation frequency is lower than the set threshold.

[0119] Example 4:

[0120] Based on Embodiments 1 to 3, this embodiment provides an engineering vehicle equipped with a power transmission component vibration damping device as described in Embodiment 1 or a power transmission component vibration damping system as described in Embodiment 2.

[0121] 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 modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A vibration damping device for a power transmission component, characterized in that, include: A wire rope leaf spring damping structure (1) and a dual magnetorheological damper (2); the two ends of the wire rope leaf spring damping structure (1) are respectively connected to the power transmission component through a dual magnetorheological damper (2), and the two ends of the wire rope leaf spring damping structure (1) are respectively connected to the vehicle frame, and the middle part of the wire rope leaf spring damping structure (1) is connected to the power transmission component. The steel wire rope leaf spring vibration damping structure (1) includes a connecting plate (11), a steel wire rope (12), a leaf spring (13), and a rubber suspension (14). The leaf spring (13) includes an upper leaf spring (131) and a lower leaf spring (132); the rubber suspension (14) is located in the middle of the leaf spring (13) and between the upper leaf spring (131) and the lower leaf spring (132); the steel wire rope (12) is spirally wound on the leaf spring (13); both ends of the leaf spring (13) are respectively connected to the vehicle frame through a connecting plate (11); The dual magnetorheological damper (2) includes an operating condition magnetorheological damper (21) and a road condition magnetorheological damper (22).

2. The vibration damping device for power transmission components according to claim 1, characterized in that, The upper leaf spring (131) and the lower leaf spring (132) are respectively provided with several through holes for the steel wire rope (12) to pass through.

3. The vibration damping device for power transmission components according to claim 1, characterized in that, The cross-sectional dimensions of the upper leaf spring (131) and the lower leaf spring (132) vary along the length direction, and are thicker in the middle, thinner at both ends, and have a constant width.

4. The vibration damping device for power transmission components according to claim 1, characterized in that, The connecting plate (11) includes a connecting straight plate (111) connected to the frame and a connecting inclined plate (112) connected to the dual magnetorheological damper (2). One end of the connecting inclined plate (112) is connected to the connecting straight plate (111) and forms a set angle with the connecting straight plate (111).

5. The vibration damping device for power transmission components according to claim 1, characterized in that, One end of the working condition magnetorheological damper (21) is hinged to one end of the wire rope leaf spring vibration reduction structure (1), the other end of the working condition magnetorheological damper (21) is connected to one end of the road condition magnetorheological damper (22), and the other end of the road condition magnetorheological damper (22) is hinged to the power transmission component.

6. A vibration damping system for a power transmission component, characterized in that, include: The vehicle main controller includes a vehicle speed sensor, a rotation speed sensor, a gear selector, a road surface roughness detector, a vibration controller, and a dual magnetorheological damper (2) in the power transmission component vibration reduction device according to any one of claims 1 to 5, which are electrically connected to the vehicle main controller. The vehicle speed sensor is used to obtain the current vehicle speed; The speed sensor is used to obtain the input speed of the power transmission components; The gear selector is used to obtain the current gear information; The road surface roughness detector is used to acquire current road surface information; The vibration controller is used to collect vibration data of the power transmission components through vibration sensors, and to perform data analysis to obtain the vibration frequency and amplitude. The vehicle-mounted main controller is used to calculate the operating condition excitation frequency or the road condition excitation frequency, and extract the amplitude corresponding to the operating condition excitation frequency or the road condition excitation frequency from the vibration frequency and amplitude obtained from the vibration controller. At the same time, when the amplitude exceeds the set threshold, a control command is sent to the dual magnetorheological damper (2) to change its own damping characteristics.

7. The vibration damping system for power transmission components according to claim 6, characterized in that, It also includes a human-machine interface display, which is electrically connected to the vehicle main controller and is used to input control commands to the vehicle main controller and display the output content of the vehicle main controller.

8. A method for vibration reduction of a power transmission component, characterized in that, According to the vibration reduction system for a power transmission component as described in claim 6 or 7, the method includes: In operating condition control mode: The operating condition excitation frequency is calculated based on the input speed of the power transmission components obtained by the speed sensor and the current gear information obtained by the gear selector. Extract the amplitude corresponding to the working condition excitation frequency from the vibration frequency and amplitude obtained from the vibration controller; When the amplitude corresponding to the operating condition excitation frequency exceeds the set threshold, a control command is sent to the operating condition magnetorheological damper (21) in the dual magnetorheological damper (2) to change its own damping characteristics until the amplitude corresponding to the operating condition excitation frequency is lower than the set threshold. In traffic control mode: Based on the current vehicle speed obtained by the vehicle speed sensor and the current road surface information obtained by the road surface roughness detector, the spatial frequency is calculated. Calculate the road condition excitation frequency based on the spatial frequency; Extract the amplitude corresponding to the road condition excitation frequency from the vibration frequency and amplitude obtained from the vibration controller; When the amplitude corresponding to the road condition excitation frequency exceeds the set threshold, a control command is sent to the road condition magnetorheological damper (22) in the dual magnetorheological damper (2) to change its own damping characteristics until the amplitude corresponding to the road condition excitation frequency is lower than the set threshold.

9. The vibration reduction method for power transmission components according to claim 8, characterized in that, Operating excitation frequencies, including: 1) Spindle frequency: （1） in, This indicates the excitation frequency of the unbalanced rotating mass and reciprocating mass caused by the rotation of the power spindle. Indicates the order of the excitation force. This indicates the input speed of the power transmission component as obtained by the speed sensor; 2) Rotation frequency of the power source: （2） in, Indicates the rotational frequency of the power source. Indicates the number of cylinders. This represents the stroke coefficient of an internal combustion engine; 3) Rolling bearing frequency: （3） in, This indicates the frequency of failure of the rolling elements in a bearing. This indicates the rotational speed of the shaft containing the bearing. Indicates the bearing pitch diameter. Indicates the diameter of the rolling elements of the bearing. Indicates the contact angle of the rolling element; （4） in, This indicates the frequency of damage to the inner raceway of the bearing. Indicates the number of rolling elements in the bearing; （5） in, Indicates the frequency of damage to the outer raceway of the bearing; （6） in, Indicates the frequency of bearing cage failure; 4) Gear frequency: （7） in, Indicates the meshing frequency of a fixed-axis gear. Indicates the number of teeth on a gear; （8） in, This indicates the meshing frequency of the planetary gears when the gear ring is fixed. Indicates the number of teeth on the gear ring. Indicates the rotational speed of the sun gear. Indicates the rotational speed of the planetary carrier; （9） in, Indicates the meshing frequency of the planetary gears when the planet carrier is fixed. This indicates the rotational speed of the gear ring.

10. The vibration reduction method for power transmission components according to claim 8, characterized in that, The road condition excitation frequency is calculated using formula (11): （11） in, Indicates the road condition excitation frequency. This indicates the current vehicle speed as obtained by the vehicle speed sensor. Represents spatial frequency. Obtained through formula (10): （10） in, Represents the reference space frequency The power spectral density value of the road surface under the following conditions Indicates the reference space frequency. This indicates the frequency index.

11. An engineering vehicle, characterized in that, The engineering vehicle is equipped with a vibration damping device for the power transmission components as described in any one of claims 1 to 5.

12. An engineering vehicle, characterized in that, The engineering vehicle is equipped with a vibration reduction system for a power transmission component as described in claim 6 or 7.

Images