A power split type torsional vibration damper detection device and a detection method

Abstract

The application discloses a kind of power split type torsional vibration damper's split characteristics detection equipment and detection method, for testing the torsional characteristics of power split type torsional vibration damper, detection equipment includes: servo motor is used to simulate engine crankshaft end to the power input of measured damper, and input torque speed is obtained by sensor;Brake shaft of hysteresis brake is engaged with the outside gear ring of input side ring gear in measured damper by gear, and input side ring gear outside gear ring torque speed is obtained by sensor;Electric eddy current dynamometer is used to simulate transmission input shaft load, and output torque speed is obtained by sensor;By industrial computer setting work scene, and data processing is carried out to detection signal, and the split characteristics of measured damper is evaluated according to data processing result.The application simple structure, assembly is convenient, can carry out more comprehensive test to power split type dual mass flywheel characteristics.

Description

Technical Field

[0001] This invention relates to the field of torsional vibration damper performance testing technology, and in particular to a power-split torsional vibration damper testing device and testing method. Background Technology

[0002] Improving engine efficiency and reducing greenhouse gas emissions are ongoing pursuits in the automotive industry. Currently, common industry practices include reducing engine speed, decreasing the number of cylinders, and lowering cylinder pressure. Furthermore, cylinder deactivation technology, as another method to improve engine efficiency, shows great promise. However, these efficiency-enhancing strategies all increase torsional vibration in the engine, thus placing higher demands on the transmission system.

[0003] Dual-mass flywheel torsional dampers are commonly used by various automotive manufacturers. A typical dual-mass flywheel consists of a starting gear ring, main flywheel, secondary flywheel, arc spring, and damping flange. Its main advantage lies in its torsional vibration suppression effect. Without changing the total mass of the flywheel, the dual-mass flywheel increases the rotational inertia on the transmission side through the secondary flywheel, keeping the system's resonant frequency below idle speed. Therefore, under normal driving conditions, its damping effect is excellent. The dual-mass flywheel has a larger installation radius for the damping springs, allowing the use of lower stiffness springs to reduce the torsional stiffness of the damper, thereby lowering the main critical speed of the transmission system.

[0004] The power-splitting torsional vibration damper that has emerged is designed to further improve the vibration reduction performance of torsional vibration dampers. This type of damper splits the torque into two paths and uses a phase shifter to create a phase difference between them, ideally reaching 180°. When the torques are recoupled, the vibrations cancel each other out, resulting in a constant output torque. The separation and connection of the torque paths can be achieved using connecting rods or planetary gears.

[0005] Figure 3 This is a structural diagram showing the component connections of a planetary gear-type power shunt torsional vibration damper. Figure 4 A schematic diagram of its component connections is provided. Figure 5The concentrated mass model diagram is provided. The working principle of the planetary gear power-splitting torsional vibration damper is as follows: The planetary gear power-splitting torsional vibration damper has two torque paths, namely the first torque path 22 and the second torque path 23. The first torque path 22 consists of the main flywheel 17, the arc spring 18, the flange, the spring, the output side cover plate, the ring gear carrier, the input side ring gear 19, the planetary gear 20, the output side ring gear, and the auxiliary flywheel 21; the second torque path consists of the main flywheel 17, the planetary gear carrier, the planetary gear 20, the output side ring gear, and the auxiliary flywheel 21. When the torque input from the engine end is transmitted to the main flywheel 17, it enters the first torque path 22 and the second torque path 23 respectively. Ideally, the torque transmitted through the spring, i.e., the torque entering the first torque path, will have a 180° phase difference. When the torque couples through the two paths at the planetary gear 20, due to the phase difference generated by the first path, the alternating torques cancel each other out, thus outputting a constant torque. For ease of analysis, when establishing the lumped mass model of the tested damper, the planetary gear 20 is considered to consist of the planetary gear translational mass 20a and the planetary gear rotational mass 20b.

[0006] In the existing technology, the testing equipment for dual-mass flywheel torsional vibration dampers is mostly designed for dual-mass flywheel arc spring torsional vibration dampers or dual-mass flywheel circumferential short spring torsional vibration dampers. During testing, the speed and torque of the main flywheel side and the auxiliary flywheel side of the dual-mass flywheel are mainly measured. However, the shunting characteristics of power-splitting torsional vibration dampers cannot be accurately detected. Summary of the Invention

[0007] To overcome the shortcomings of the prior art, this invention provides a testing device and method for a power-splitting torsional vibration damper, aiming to achieve a more comprehensive test of the torque characteristics, speed characteristics, and splitting characteristics of a dual-mass flywheel torsional vibration damper.

[0008] To achieve its objectives, the present invention employs the following technical solution:

[0009] The characteristic of the current-splitting characteristic testing device for a power-splitting torsional vibration damper of the present invention is that the testing device uses a power-splitting torsional vibration damper as the damper under test, and the testing device includes:

[0010] A servo motor is used, the output shaft of which is fixedly connected to the main flywheel of the damper under test through the main flywheel flange. This connection between the servo motor output shaft and the main flywheel side of the damper under test is achieved, and the servo motor is used to simulate the power input at the crankshaft end of an engine. An input torque and speed sensor is set on the output shaft of the servo motor, and the input torque and speed are obtained by the input torque and speed sensor.

[0011] A hysteresis brake has a transmission gear fixedly installed at the end of its brake shaft. The transmission gear meshes with the outer gear ring of the input-side ring gear in the damper under test through an intermediate gear. A gear ring torque and speed sensor is installed on the brake shaft of the hysteresis brake. The speed and torque of the outer gear ring of the input-side ring gear are detected and obtained by the gear ring torque and speed sensor.

[0012] An eddy current dynamometer has its input shaft fixedly connected to the auxiliary flywheel of the damper under test via an auxiliary flywheel flange, thereby connecting the eddy current dynamometer to the auxiliary flywheel side of the damper under test. The eddy current dynamometer simulates the load on the input shaft of the transmission. An output torque and speed sensor is installed on the input shaft of the eddy current dynamometer, and the output torque and speed are obtained by detecting the output torque and speed.

[0013] The industrial control computer is used to set different working scenarios for the vibration damper under test, process the data detection signals of each sensor, and evaluate the shunting characteristics of the vibration damper under test based on the data processing results.

[0014] The characteristic of the current shunting characteristic detection method for the power shunting torsional vibration damper of the present invention is that it utilizes the current shunting characteristic detection equipment for the power shunting torsional vibration damper and operates according to the following steps:

[0015] Step 1: For the vibration damper under test installed on the testing equipment, obtain its power output boundary position and torsional limit position through testing. The power output boundary position and torsional limit position include the positive power output boundary position θ1, the positive torsional limit position θ2, and the reverse power output boundary position. and reverse torsional limit position

[0016] Step 2: Using the power output boundary position and torsional limit position as the motor control boundary conditions, the industrial control computer controls the servo motor to simulate the engine and output power to the tested vibration damper. The real-time data is collected by the input torque and speed sensor, the output torque and speed sensor and the gear ring torque and speed sensor.

[0017] Step 3: By processing and calculating the real-time acquired data, obtain the shunting characteristic evaluation parameter s of the tested vibration damper, and evaluate the shunting characteristics of the tested vibration damper based on the shunting characteristic evaluation parameter s.

[0018] The method for detecting the shunting characteristics of the power shunting torsional vibration damper of this invention is also characterized by:

[0019] Step 2, which involves simulating the engine to output power to the tested shock absorber, is divided into two steps: Step 1 and Step 2.

[0020] Step 1: Using the positive power output dividing position θ1 and the positive torsional limit position θ2 as the target rotation angles of the servo motor, rotate the servo motor from the initial position to the positive torsional limit position θ2 in the forward direction and then rotate it back to the initial position in the reverse direction.

[0021] The forward rotation process in the first step of control is as follows:

[0022] When 0 < θ < θ1, the servo motor is slowly loaded with acceleration α1;

[0023] When θ1≤θ<θ2, the servo motor loads rapidly with acceleration α2;

[0024] When θ = θ2, the servo motor stops rotating in the forward direction;

[0025] Where θ is the rotation angle of the servo motor.

[0026] The reverse rotation process in the first step of control is as follows:

[0027] When θ1≤θ<θ2, the servo motor unloads quickly with an acceleration of -α2;

[0028] When 0 < θ < θ1, the motor slowly unloads with an acceleration of -α1;

[0029] When θ = 0, the servo motor stops unloading, and the measured power shunt torsional damper returns to its initial position;

[0030] Settings: α min <α1<α2<α max ;

[0031] α min The minimum acceleration limit for the servo motor is set.

[0032] α max The maximum acceleration limit for the servo motor is set.

[0033] Step 2: Using the reverse power output dividing position and reverse torsional limit position To determine the target rotation angle of the servo motor, the servo motor is first rotated in the reverse direction from its initial position to its reverse torsional limit position. Then rotate clockwise back to the initial position;

[0034] The reverse rotation process in the second step of control is as follows:

[0035] when Servo motor with acceleration Slow loading;

[0036] when Servo motor with acceleration Fast loading;

[0037] when The servo motor stops rotating in the reverse direction;

[0038] The forward rotation process in the second step of control is as follows:

[0039] when Servo motor with acceleration Quick uninstall;

[0040] when Servo motor with acceleration Slow uninstallation;

[0041] When θ = 0, the servo motor stops unloading;

[0042] set up

[0043] The method for detecting the shunting characteristics of the power shunting torsional vibration damper of this invention is also characterized by:

[0044] The real-time data collection in step 2 includes:

[0045] The main flywheel torque T1 and main flywheel speed of the tested damper are measured by the input torque and speed sensor. and main flywheel angular displacement

[0046] The gear ring torque T2 and gear ring speed of the tested vibration damper are measured by the gear ring torque and speed sensor. and gear angular displacement

[0047] The auxiliary flywheel torque T4 and auxiliary flywheel speed of the tested damper are measured by the output torque and speed sensor. and auxiliary flywheel angular displacement

[0048] The method for detecting the shunting characteristics of the power shunting torsional vibration damper of this invention is also characterized by:

[0049] In step 3, the evaluation parameter s of the current shunting characteristics of the tested vibration damper is set as follows:

[0050]

[0051] in:

[0052] T1 * The torque transmitted through the first torque path of the damper under test;

[0053] The torque transmitted through the second torque path of the damper under test;

[0054] The evaluation parameter s of the shunt characteristic is obtained by establishing the kinematic differential equation of the tested vibration damper and solving it according to the following formula:

[0055] Step 3.1: To establish the motion differential equation of the damper under test, establish the generalized coordinates;

[0056] Based on the real-time data collected in step 2, the generalized coordinates of the angular displacements of each component of the tested vibration damper are established. The angular displacements of each component of the tested vibration damper include:

[0057] Main flywheel angular displacement Gear ring angular displacement Sub-flywheel angular displacement

[0058] Planetary gear angular displacement Angular displacement of a planetary gear about its local axis

[0059] Step 3.2: Based on the lumped mass model of the damper under test, establish the motion differential equation of the damper under test as follows:

[0060] The kinetic energy E of the tested vibration damper is calculated using equations (1) and (2). k and potential energy E p :

[0061]

[0062] In the formula:

[0063] j1, j2, and j4 represent the concentrated components of the main flywheel, input-side ring gear, and auxiliary flywheel in the power-splitting torsional vibration damper, respectively.

[0064] Inertia;

[0065] m3 and These represent the mass of the planetary gear and its moment of inertia about its own axis in a power-split torsional damper, respectively.

[0066] R3 represents the distance from the axis of the power-split torsional damper to the axis of the planetary gear;

[0067] k1 represents the torsional stiffness between the main flywheel and the input-side ring gear;

[0068] k2 represents the meshing stiffness of the gears between the main flywheel and the planetary gears;

[0069] k3 represents the meshing stiffness of the gears between the input-side ring gear and the planetary gear;

[0070] k4 represents the torsional stiffness between the planetary gear and the secondary flywheel;

[0071] q 23 This is the ratio of the contact radii of the input-side ring gear and the planetary gear;

[0072] q 43 This is the ratio of the contact radius between the secondary flywheel and the planetary gear;

[0073] express The angular velocity obtained by differentiating with respect to time, i = 1, 2, 3, 4;

[0074] In equation (1) Expanding the terms, we get equation (3);

[0075]

[0076] Using the parallel axis theorem, in equation (3) Replacing the equivalent rotational inertia j3 of the planetary gear of the power-splitting torsional damper, we obtain equation (4):

[0077]

[0078] Based on the Lagrange equation, the differential equation of motion for the power-splitting torsional damper is derived using equations (2) and (4) as shown in equation (5):

[0079]

[0080] In the formula:

[0081] It is represented in vector form as the generalized coordinates defined by the damper under test.

[0082] and They represent Find the first derivative with respect to time and the second derivative with respect to time;

[0083] {J} is the inertia matrix of the vibration damper under test.

[0084] {C} is the damping matrix of the vibration damper under test.

[0085] in,

[0086] c1 represents the damping between the main flywheel and the input-side ring gear;

[0087] c2 represents the equivalent damping of the gear between the main flywheel and the planetary gears;

[0088] c3 represents the equivalent damping of the gear between the input-side ring gear and the planetary gear;

[0089] c4 represents the damping between the planetary gear and the secondary flywheel;

[0090] {K} is the stiffness matrix of the vibration damper under test.

[0091] {T} represents the vector form of the excitation experienced by the tested vibration damper.

[0092] Step 3.3: Calculate the torque T1 transmitted by the first torque path of the tested damper based on the differential equation of motion of the tested damper characterized by equation (4). * Torque transmitted through the second torque path of the tested damper for:

[0093]

[0094] Thus, the value of the evaluation parameter s for the shunting characteristics of the tested vibration damper is obtained.

[0095] Compared with existing technologies, the beneficial effects of this invention are reflected in:

[0096] 1. The detection method of the present invention can simulate various actual working conditions, including the torsional vibration reduction effect under different speed and load conditions, thereby comprehensively evaluating the performance of the planetary gear power split torsional vibration damper.

[0097] 2. The detection equipment of the present invention, by setting up a sensor for detecting the rotational speed signal of the gear ring of the power shunt torsional vibration damper, can complete the detection of the basic torsional characteristics and rotational speed characteristics of the traditional dual-mass flywheel torsional vibration damper, and can further detect the power shunt characteristics of the power shunt torsional vibration damper, thereby improving the functionality and applicability of the equipment.

[0098] 3. The data processing of the method of the present invention can accurately detect data. By comparing the analysis results with the detection results, the reliability of the method and equipment can be verified. Attached Figure Description

[0099] Figure 1 This is a perspective view of the testing equipment of the present invention;

[0100] Figure 2 This is a front view of the detection device of the present invention;

[0101] Figure 3 This is a structural diagram showing the connection of components in a planetary gear type power shunt torsional vibration damper.

[0102] Figure 4 This is a schematic diagram showing the component connections of a planetary gear type power shunt torsional vibration damper.

[0103] Figure 5 A lumped mass model diagram of a planetary gear type power shunt torsional vibration damper;

[0104] The diagram labels are as follows: 1. Frame; 2. Movable base plate; 3. Servo motor; 4. First support; 5. Input torque and speed sensor; 6. Main flywheel connecting flange; 7. Secondary flywheel connecting flange; 8. Output torque and speed sensor; 9. Second support; 10. Eddy current dynamometer; 11. Intermediate gear; 12. Gear support; 13. Second gear ring connecting gear; 14. Gear ring torque and speed sensor; 15. Hysteresis brake; 16. Dynamometer; 17. Main flywheel; 18. Arc spring; 19. Input side ring gear; 20. Planetary gear; 20a. Translational mass of planetary gear; 20b. Rotational mass of planetary gear; 21. Secondary flywheel; 22. First torque path; 23. Second torque path. Detailed Implementation

[0105] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below in conjunction with the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0106] Figure 1 and Figure 2 In this embodiment, the shunt characteristic testing device for the power shunt torsional vibration damper is used to test the torsional characteristics of the damper under test, which is a power shunt torsional vibration damper. The testing device includes:

[0107] The output shaft of the servo motor 3 is fixedly connected to the main flywheel of the damper under test through the main flywheel flange 6, thereby realizing the connection between the output shaft of the servo motor and the main flywheel side of the damper under test. The servo motor 3 is used to simulate the power input at the crankshaft end of the engine. An input torque and speed sensor 5 is set on the output shaft of the servo motor 3 to detect and obtain the input torque and speed.

[0108] The hysteresis brake 15 has a transmission gear 13 fixedly installed at the end of its brake shaft. The transmission gear 13 meshes with the outer gear ring of the input side ring gear 19 in the tested damper through the intermediate gear 11. A gear ring torque and speed sensor 14 is installed on the brake shaft of the hysteresis brake 15. The speed and torque of the outer gear ring of the input side ring gear 19 are detected by the gear ring torque and speed sensor 14.

[0109] Figure 1 and Figure 2In the embodiment shown, a sliding groove is provided on the left half of the platform 1. A movable base plate 2 is set along the sliding groove to facilitate installation. The base of the servo motor 3 and the first bracket 4 are fixedly mounted on the movable base plate 2 with bolts. The first bracket 4 is located at the output shaft end of the servo motor 3. The second bracket 9, the base of the eddy current dynamometer 10, the gear ring bracket 12, and the base of the hysteresis brake 15 are fixedly mounted on the right half of the platform 1 with bolts. The second bracket 9 is located at the input shaft end of the eddy current dynamometer, and the gear bracket 12 is located at the input shaft end of the gear ring torque and speed sensor 14. By adjusting the position of the movable base plate 2, the relative position and connection form of the testing equipment and the tested vibration damper are ensured to be reasonable.

[0110] The eddy current dynamometer 10 has its input shaft fixedly connected to the auxiliary flywheel of the damper under test via the auxiliary flywheel flange 7, thereby realizing the connection between the eddy current dynamometer 10 and the auxiliary flywheel side of the damper under test. The eddy current dynamometer 10 simulates the load of the transmission input shaft. An output torque and speed sensor 8 is set on the input shaft of the eddy current dynamometer 10, and the output torque and speed are obtained by detecting the output torque and speed.

[0111] The industrial computer 16 is used to set different working scenarios for the vibration damper under test, process the data detection signals of each sensor, and evaluate the shunting characteristics of the vibration damper under test based on the data processing results.

[0112] In this embodiment, the method for detecting the shunting characteristics of a power shunting torsional vibration damper is to operate using a power shunting torsional vibration damper shunting characteristic detection device according to the following steps:

[0113] Step 1: For the vibration damper under test installed on the testing equipment, obtain its power output boundary and torsional limit position through testing. The power output boundary and torsional limit position include the positive power output boundary θ1, the positive torsional limit position θ2, and the reverse power output boundary. and reverse torsional limit position

[0114] Step 2: Using the power output boundary position and torsional limit position as the motor control boundary conditions, the industrial control computer 16 controls the servo motor 3 to simulate the engine and output power to the tested vibration damper. The input torque and speed sensor 5, the output torque and speed sensor 8 and the gear ring torque and speed sensor 14 detect and obtain real-time data.

[0115] Step 3: By processing and calculating the real-time acquired data, obtain the shunting characteristic evaluation parameter s of the tested vibration damper, and evaluate the shunting characteristics of the tested vibration damper based on the shunting characteristic evaluation parameter s.

[0116] By slowly loading and detecting the power output boundary and torsional limit of the tested vibration damper, and using these as the output boundary conditions of the servo motor 3, the output limits during motor operation can be ensured, preventing the output of the servo motor 3 from exceeding the limit angle of the tested vibration damper and causing damage to the tested vibration damper. In addition, by setting the motor output boundary conditions and output boundary points, the motor output can be precisely controlled.

[0117] In practice, the corresponding technical measures also include:

[0118] Step 2, simulating the engine's power output to the tested shock absorber, is divided into two steps: Step 1 and Step 2.

[0119] Step 1: Using the positive power output dividing position θ1 and the positive torsional limit position θ2 as the target rotation angles of the servo motor, rotate the servo motor from the initial position to the positive torsional limit position θ2 in the forward direction and then rotate it back to the initial position in the reverse direction.

[0120] The forward rotation process in the first step of control is as follows:

[0121] When 0 < θ < θ1, the servo motor is slowly loaded with acceleration α1;

[0122] When θ1≤θ<θ2, the servo motor loads rapidly with acceleration α2;

[0123] When θ = θ2, the servo motor stops rotating in the forward direction;

[0124] Where θ is the rotation angle of the servo motor.

[0125] The reverse rotation process in the first step of control is as follows:

[0126] When θ1≤θ<θ2, the servo motor unloads quickly with an acceleration of -α2;

[0127] When 0 < θ < θ1, the motor slowly unloads with an acceleration of -α1;

[0128] When θ = 0, the servo motor stops unloading, and the measured power shunt torsional damper returns to its initial position;

[0129] Settings: α min <α1<α2<α max ;

[0130] α min The minimum acceleration limit for the servo motor is set.

[0131] α max The maximum acceleration limit for the servo motor is set.

[0132] Step 2: Using the reverse power output dividing position and reverse torsional limit position To determine the target rotation angle of the servo motor, the servo motor is first rotated in the reverse direction from its initial position to its reverse torsional limit position. Then rotate clockwise back to the initial position;

[0133] The reverse rotation process in the second step of control is as follows:

[0134] when Servo motor with acceleration Slow loading;

[0135] when Servo motor with acceleration Fast loading;

[0136] when The servo motor stops rotating in the reverse direction;

[0137] The forward rotation process in the second step of control is as follows:

[0138] when Servo motor with acceleration Quick uninstall;

[0139] when Servo motor with acceleration Slow uninstallation;

[0140] When θ = 0, the servo motor stops unloading;

[0141] set up

[0142] In this embodiment, based on existing dual-mass flywheel testing equipment, an acceleration is set to meet the testing requirements. The acceleration value range is as follows: α1∈(0.05rad / s 2 0.15 rad / s 2 ), α2∈(0.2rad / s 2 0.5 rad / s 2 ), α max =0.5rad / s 2 .

[0143] In step 2, the servo motor 3 simulates an engine to output power to the vibration damper under test, and the sensor detects and obtains real-time data. The servo motor 3 simulates the engine to output power in both the forward and reverse directions 3-4 times each. The sensor detects the data obtained from the last output of the servo motor 3 simulating the engine. As the test proceeds, the vibration damper under test gradually reaches a stable state. Recording the last value ensures that the data is more reliable.

[0144] The real-time data collection in step 2 includes:

[0145] The torque T1 and speed of the main flywheel of the tested damper are measured by the input torque and speed sensor 5. and main flywheel angular displacement

[0146] The gear ring torque T2 and gear ring speed of the tested damper are measured by gear ring torque and speed sensor 14. and gear angular displacement

[0147] The auxiliary flywheel torque T4 and auxiliary flywheel speed of the tested damper are measured by the output torque and speed sensor 8. and auxiliary flywheel angular displacement

[0148] In step 3, the evaluation parameter s of the current shunting characteristics of the vibration damper under test is set as follows:

[0149]

[0150] in:

[0151] T1 * The torque transmitted through the first torque path 22 of the damper under test;

[0152] The torque transmitted through the second torque path 23 of the damper under test;

[0153] The evaluation parameter s of the shunt characteristic is obtained by establishing the kinematic differential equation of the tested vibration damper and solving it according to the following formula:

[0154] Step 3.1: To establish the motion differential equation of the damper under test, establish the generalized coordinates;

[0155] Based on the real-time data collected in step 2, the generalized coordinates of the angular displacements of each component of the tested vibration damper are established. The angular displacements of each component of the tested vibration damper include:

[0156] Main flywheel angular displacement Gear ring angular displacement Sub-flywheel angular displacement

[0157] Planetary gear angular displacement Angular displacement of a planetary gear about its local axis

[0158] Step 3.2: Based on the lumped mass model of the damper under test, establish the motion differential equation of the damper under test as follows:

[0159] The kinetic energy E of the tested vibration damper is calculated using equations (1) and (2). k and potential energy E p :

[0160]

[0161] In the formula:

[0162] j1, j2, and j4 represent the main flywheel 17, the input-side ring gear 19, and the auxiliary flywheel 17 in the power-split torsional vibration damper, respectively.

[0163] The lumped inertia of wheel 21;

[0164] m3 and These represent the mass of planetary gear 20 and its moment of inertia about its own axis in the power-split torsional damper, respectively.

[0165] R3 represents the distance from the axis of the power-split torsional damper to the axis of planetary gear 20;

[0166] k1 represents the torsional stiffness between the main flywheel 17 and the input-side ring gear 19;

[0167] k2 represents the meshing stiffness of the gear between the main flywheel 17 and the planetary gear 20;

[0168] k3 represents the meshing stiffness of the gears between the input-side ring gear 19 and the planetary gear 20;

[0169] k4 represents the torsional stiffness between planetary gear 20 and secondary flywheel 21;

[0170] q 23 The ratio of the contact radii of the input-side ring gear 19 to the planetary gear 20;

[0171] q 43 The ratio of the contact radius between the secondary flywheel 21 and the planetary gear 20;

[0172] express The angular velocity obtained by differentiating with respect to time, i = 1, 2, 3, 4;

[0173] In equation (1) Expanding the terms, we get equation (3);

[0174]

[0175] Using the parallel axis theorem, in equation (3) Replacing the equivalent moment of inertia j3 of the planetary gear (20) of the power-splitting torsional damper, we obtain equation (4):

[0176]

[0177] Based on the Lagrange equation, the differential equation of motion for the power-splitting torsional damper is derived using equations (2) and (4) as shown in equation (5):

[0178]

[0179] In the formula:

[0180] It is represented in vector form as the generalized coordinates defined by the damper under test.

[0181] and They represent Find the first derivative with respect to time and the second derivative with respect to time;

[0182] {J} is the inertia matrix of the vibration damper under test.

[0183] {C} is the damping matrix of the vibration damper under test.

[0184] in,

[0185] c1 represents the damping between the main flywheel 17 and the input-side ring gear 19;

[0186] c2 represents the equivalent damping of the gear between the main flywheel 17 and the planetary gear 20;

[0187] c3 represents the equivalent damping of the gear between the input-side ring gear 19 and the planetary gear 20;

[0188] c4 represents the damping between planetary gear 20 and secondary flywheel 21;

[0189] {K} is the stiffness matrix of the vibration damper under test. {T} represents the vector form of the excitation experienced by the tested vibration damper.

[0190] Step 3.3: Calculate the torque T1 transmitted by the first torque path 22 of the tested damper based on the motion differential equation of the tested damper characterized by equation (4). * The torque transmitted through the second torque path 23 of the tested damper for:

[0191]

[0192] Thus, the value of the evaluation parameter s for the shunting characteristics of the tested vibration damper is obtained.

[0193] The evaluation parameter s of the current shunting characteristics of the tested vibration damper is compared with the design value s of the current shunting characteristics parameter s of the tested vibration damper. *To compare and determine whether the tested vibration damper can achieve power shunting through torque coupling of the first torque path and the second torque path, and whether the power shunting characteristics of the tested vibration damper are ideal, it is usually considered that the shunting characteristic evaluation parameter s is similar to the shunting characteristic design value s. * When the error does not exceed 5%, the power shunt characteristics of the tested vibration damper meet the requirements. The design value of the shunt characteristic parameter s... * It is determined by the parameters of the vibration damper itself.

Claims

1. A device for testing the shunting characteristics of a power shunting torsional vibration damper, characterized in that: The testing equipment uses a power-split torsional vibration damper as the tested damper. The testing equipment includes: a servo motor (3), whose output shaft is fixedly connected to the main flywheel of the tested damper through the main flywheel flange (6), realizing the connection between the servo motor output shaft and the main flywheel side of the tested damper, and using the servo motor (3) to simulate the power input at the crankshaft end of the engine; an input torque speed sensor (5) is set on the output shaft of the servo motor (3), and the input torque speed is detected by the input torque speed sensor (5); a hysteresis brake (15), whose brake shaft end is fixedly equipped with a transmission gear (13), and the transmission gear (13) meshes with the outer gear ring of the input side ring gear (19) in the tested damper through the intermediate gear (11), and the transmission gear (13) is connected to the brake shaft of the hysteresis brake (15). A gear ring torque and speed sensor (14) is set up to detect and obtain the speed and torque of the outer gear ring of the input side ring gear (19); an eddy current dynamometer (10) is set up, and its input shaft is fixedly connected to the auxiliary flywheel of the damper under test through the auxiliary flywheel flange (7) to realize the connection between the eddy current dynamometer (10) and the auxiliary flywheel side of the damper under test. The eddy current dynamometer (10) is used to simulate the load of the transmission input shaft. An output torque and speed sensor (8) is set up on the input shaft of the eddy current dynamometer (10) to detect and obtain the output torque and speed; an industrial control computer (16) is used to set different working scenarios of the damper under test, and to process the data of the detection signals of each sensor, and to evaluate the shunting characteristics of the damper under test based on the data processing results.

2. A method for detecting the shunting characteristics of a power-shunting torsional vibration damper, characterized in that: The shunting characteristic testing device for the power shunting torsional vibration damper as described in claim 1 is operated according to the following steps: Step 1: For the vibration damper under test installed on the testing equipment, obtain its power output boundary position and torsional limit position through testing. The power output boundary position and torsional limit position include the positive power output boundary position θ1, the positive torsional limit position θ2, and the reverse power output boundary position. and reverse torsional limit position Step 2: Using the power output boundary position and torsional limit position as the motor control boundary conditions, the servo motor (3) is controlled by the industrial control computer (16) to simulate the engine to output power to the tested damper, and the real-time data is obtained by the input torque speed sensor (5), the output torque speed sensor (8) and the gear ring torque speed sensor (14). Step 3: By processing and calculating the real-time acquired data, obtain the shunting characteristic evaluation parameter s of the tested vibration damper, and evaluate the shunting characteristics of the tested vibration damper based on the shunting characteristic evaluation parameter s; The evaluation parameter s for the current shunting characteristics of the tested vibration damper is set as follows: in: T1 * The torque transmitted by the first torque path (22) of the damper under test; The torque transmitted by the second torque path (23) of the damper under test; The evaluation parameter s of the shunt characteristic is obtained by establishing the kinematic differential equation of the tested vibration damper and solving it according to the following formula: Step 3.1: To establish the motion differential equation of the damper under test, establish the generalized coordinates; Based on the real-time data collected in step 2, the generalized coordinates of the angular displacements of each component of the tested vibration damper are established. The angular displacements of each component of the tested vibration damper include: Main flywheel angular displacement Gear ring angular displacement Sub-flywheel angular displacement Planetary gear angular displacement Angular displacement of a planetary gear about its local axis Step 3.2: Based on the lumped mass model of the damper under test, establish the motion differential equation of the damper under test as follows: The kinetic energy E of the tested vibration damper is calculated using equations (1) and (2). k and potential energy E p : In the formula: j1, j2, and j4 represent the concentrated inertia of the main flywheel (17), the input-side ring gear (19), and the auxiliary flywheel (21) in the power-split torsional vibration damper, respectively. m3 and These represent the mass of the planetary gear (20) and its moment of inertia about its own axis in the power-split torsional damper, respectively. R3 represents the distance from the axis of the power-split torsional damper to the axis of the planetary gear (20); k1 represents the torsional stiffness between the main flywheel (17) and the input-side ring gear (19); k2 represents the meshing stiffness of the gears between the main flywheel (17) and the planetary gear (20); k3 represents the meshing stiffness of the gears between the input-side ring gear (19) and the planetary gear (20); k4 represents the torsional stiffness between the planetary gear (20) and the secondary flywheel (21); q 23 The ratio of the contact radii of the input-side ring gear (19) to the planetary gear (20); q 43 The ratio of the contact radius of the secondary flywheel (21) to that of the planetary gear (20); express The angular velocity obtained by differentiating with respect to time, i = 1, 2, 3, 4; In equation (1) Expanding the terms, we get equation (3); Using the parallel axis theorem, in equation (3) Replacing the equivalent moment of inertia j3 of the planetary gear (20) of the power-splitting torsional damper, we obtain equation (4): Based on the Lagrange equation, the differential equation of motion for the power-splitting torsional damper is derived using equations (2) and (4) as shown in equation (5): In the formula: It is represented in vector form as the generalized coordinates defined by the damper under test. and They represent Find the first derivative with respect to time and the second derivative with respect to time; {J} is the inertia matrix of the vibration damper under test. {C} represents the damping matrix of the vibration damper under test. in: c1 represents the damping between the main flywheel (17) and the input-side ring gear (19); c2 represents the equivalent damping of the gear between the main flywheel (17) and the planetary gear (20); c3 represents the equivalent damping of the gear between the input-side ring gear (19) and the planetary gear (20); c4 represents the damping between the planetary gear (20) and the secondary flywheel (21); {K} is the stiffness matrix of the vibration damper under test. {T} represents the vector form of the excitation experienced by the tested vibration damper. Step 3.3: Calculate the torque T1 transmitted by the first torque path (22) of the damper under test according to the differential equation of motion of the damper under test characterized by equation (4). * The torque transmitted by the second torque path (23) of the tested damper for: Thus, the value of the evaluation parameter s for the shunting characteristics of the tested vibration damper is obtained.

3. The method for detecting the shunting characteristics of a power-shunting torsional vibration damper according to claim 2, characterized in that: Step 2, which involves simulating the engine to output power to the tested shock absorber, is divided into two steps: Step 1 and Step 2. Step 1: Using the positive power output dividing position θ1 and the positive torsional limit position θ2 as the target rotation angles of the servo motor, rotate the servo motor from the initial position to the positive torsional limit position θ2 in the forward direction and then rotate it back to the initial position in the reverse direction. The forward rotation process in the first step of control is as follows: When 0 < θ < θ1, the servo motor is slowly loaded with acceleration α1; When θ1≤θ<θ2, the servo motor loads rapidly with acceleration α2; When θ = θ2, the servo motor stops rotating in the forward direction; Where θ is the rotation angle of the servo motor; The reverse rotation process in the first step of control is as follows: When θ1≤θ<θ2, the servo motor unloads quickly with an acceleration of -α2; When 0 < θ < θ1, the motor slowly unloads with an acceleration of -α1; When θ = 0, the servo motor stops unloading, and the measured power shunt torsional vibration damper returns to its initial position; Settings: a min <α1<α2<α max ; α min The minimum acceleration limit for the servo motor is set. α max The maximum acceleration limit for the servo motor is set. Step 2: Using the reverse power output dividing position and reverse torsional limit position To determine the target rotation angle of the servo motor, the servo motor is first rotated in the reverse direction from its initial position to its reverse torsional limit position. Then rotate clockwise back to the initial position; The reverse rotation process in the second step of control is as follows: when Servo motor with acceleration Slow loading; when Servo motor with acceleration Fast loading; when The servo motor stops rotating in the reverse direction; The forward rotation process in the second step of control is as follows: when Servo motor with acceleration Quick uninstall; when Servo motor with acceleration Slow uninstallation; When θ = 0, the servo motor stops unloading; set up 4. The method for detecting the shunting characteristics of a power-shunting torsional vibration damper according to claim 2, characterized in that: The real-time data collection in step 2 includes: The torque T1 and speed of the main flywheel of the damper under test are measured by the input torque and speed sensor (5). and main flywheel angular displacement The gear ring torque T2 and gear ring speed of the tested damper are measured by the gear ring torque and speed sensor (14). and gear angular displacement The auxiliary flywheel torque T4 and auxiliary flywheel speed of the tested damper are measured by the output torque and speed sensor (8). and auxiliary flywheel angular displacement

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