Testing device and testing method for damping system of hybrid electric vehicle

Abstract

The invention relates to the technical field of engine front end wheel train detection devices, and provides a test device and a test method for a hybrid vehicle damping system, and the test device comprises a belt pulley damping device and a generator. The load module is provided with an adjustable flywheel and a damper which are coaxially arranged; the variable frequency motor and the universal coupling variable frequency motor can freely move in the horizontal direction. Compared with the prior art, by adjusting the position of the variable frequency motor and the included angle between the universal coupling and the output end of the variable frequency motor, the rotating speed fluctuation amplitude input to the belt pulley damping device can be changed, and the hybrid electric vehicle is effectively simulated under the specified engine rotating speed, the specified transmitted torque and the specified torque fluctuation amplitude. And the dynamic torsion test of the belt pulley damping device at any rotation speed, any set torque and a torque fluctuation state is completed.

Description

Technical Field

[0001] The invention relates to the technical field of engine front end gear train detection devices, in particular to a testing device and a testing method for a hybrid vehicle vibration reduction system. Background Art

[0002] With the continuous progress and development of hybrid vehicles, the complexity and diversity of vehicles are also increasing. In this context, the performance stability of the pulley damper, one of the key components in the engine front-end accessory drive (FEAD) system, under various working conditions has become particularly important. This is because the pulley damper not only has to withstand the mechanical stress caused by conventional starting, acceleration, deceleration and other working conditions, but also has to adapt to the additional loads brought by hybrid mode switching, such as motor assistance, energy recovery and other situations.

[0003] The main function of the pulley vibration damping device is to provide a buffer and isolation between the engine and the accessories, reducing the transmission of vibration and noise generated by the engine to the accessory system, thereby extending the service life of the accessories and improving the overall comfort of the vehicle. However, in hybrid mode, due to the frequent switching of the electric system and the internal combustion engine system, the load and vibration mode borne by the decoupler become more complex and unpredictable.

[0004] In order to verify whether the pulley vibration damping device can work reliably for a long time under various operating conditions of hybrid vehicles, it must be subjected to strict dynamic torsional fatigue durability tests. The currently disclosed Chinese patent, application publication number: CN110261085A, patent name: A test bench for testing the durability of pulley vibration damping device, which mainly tests the fatigue life of the pulley vibration damping device under different working conditions by controlling the speed and forward and reverse rotation of the motor, but the overall components of the test bench are relatively complex, and it is impossible to load the test torque on the pulley vibration damping device through the change of the damper, and it is impossible to adjust the speed fluctuation amplitude input to the pulley vibration damping device for dynamic testing, and ultimately cannot meet the performance requirements throughout the vehicle life cycle. This is crucial to ensuring the quality and reliability of hybrid vehicles, and is also one of the key factors to ensure end-user satisfaction. Summary of the invention

[0005] The technical problem to be solved by the present invention is to provide a testing device and a testing method for a vibration reduction system of a hybrid vehicle in view of the current status of the prior art.

[0006] The technical solution adopted by the present invention to solve the above technical problems is: a test device for a vibration reduction system of a hybrid vehicle is proposed, comprising: a pulley vibration reduction device and a generator, wherein the input end of the generator is connected to the pulley vibration reduction device through a belt; A load module, comprising a coaxially arranged adjustable flywheel and a damper, wherein a side of the adjustable flywheel away from the damper is coaxially arranged with the pulley vibration damping device, the adjustable flywheel is used to simulate the moment of inertia of the automobile engine structure, and the damper is used to apply damping to the pulley vibration damping device; A variable frequency motor and a universal coupling, wherein the variable frequency motor is used to provide a power source with adjustable speed, and the variable frequency motor can move freely in the horizontal direction; one end of the universal coupling is connected to the variable frequency motor, and the other end is connected to the pulley vibration reduction device; The universal coupling and the output end of the variable frequency motor form an angle that can change with the movement of the variable frequency motor, which is used to adjust the speed fluctuation amplitude input to the pulley vibration reduction device and the generator; and the test load of the pulley vibration reduction device can be adjusted by the load module; A detection module is used to detect the output conditions of the pulley vibration reduction device and the generator.

[0007] In the above-mentioned test device for a hybrid vehicle vibration reduction system, a first rotating shaft is connected to the pulley vibration reduction device, and the detection module includes a first signal tooth arranged on the first rotating shaft, the first signal tooth is located on the side of the pulley vibration reduction device facing the adjustable flywheel, and a first speed sensor is arranged on one side of the first signal tooth, and the first signal tooth transmits the speed and fluctuation signal of the variable frequency motor input through the universal joint and detects it through the first speed sensor.

[0008] In the above-mentioned test device for a hybrid vehicle vibration reduction system, a vibration sensor is provided on the first rotating shaft, and the vibration sensor is located between the first signal tooth and the adjustable flywheel. The vibration sensor is used to collect a torque fluctuation signal of the pulley vibration reduction device caused by the damping fluctuation loaded by the damper.

[0009] In the above-mentioned testing device for the vibration reduction system of a hybrid vehicle, the outer wall of the belt is also movably pressed against a tensioning wheel, and the tensioning wheel can move in a radial direction parallel to the pulley vibration reduction device to adjust the tension of the belt.

[0010] In the above-mentioned test device for a hybrid vehicle vibration reduction system, a second rotating shaft is connected to the generator, a second signal tooth is coaxially arranged on the second rotating shaft, and the detection module has a second speed sensor located on one side of the second signal tooth. The second signal tooth is used to transmit the speed fluctuation transmitted to the generator after being reduced in vibration by the pulley vibration reduction device, and is detected by the second speed sensor.

[0011] The above-mentioned testing device for the vibration reduction system of a hybrid vehicle further includes a testing platform, a slider is provided at the bottom of the variable frequency motor, a slide rail is provided on the testing platform, and the slider is movably connected to the slide rail.

[0012] In the above-mentioned testing device for the vibration reduction system of a hybrid vehicle, the testing platform is further provided with a microphone located on one side of the belt, and the microphone is used to detect the noise generated when the belt shakes.

[0013] In the above-mentioned test device for the vibration reduction system of a hybrid vehicle, the fluctuation signal is based on the rotation frequency of the variable frequency motor, and the formula is as follows: Assume that the input shaft speed of the variable frequency motor is , the output speed of the first shaft is , the angle between the universal coupling and the output shaft of the variable frequency motor is , the angular position of the input shaft of the variable frequency motor .

[0014] According to kinematics, the unevenness of the velocity transmitted by a single universal joint can be deduced.

[0015] The derivation process is as follows:

[0016] By deduction, it can be obtained that the speed of the output shaft of the universal coupling has a fluctuating characteristic, and the average value of the speed fluctuation is The amplitude of the fluctuation is , the frequency of fluctuation is twice the rotation frequency.

[0017] The present invention solves the above technical problem and also provides a testing method for a hybrid vehicle vibration reduction system, comprising the steps of: S1, turning on the variable frequency motor, and changing the speed and fluctuation signal of the input pulley vibration reduction device based on the variable frequency motor; S2, the generator is connected to the pulley vibration reduction device through a belt, and the pulley vibration reduction device drives the generator to work through a belt; S3, the first speed sensor obtains the speed and fluctuation signal of the pulley vibration damping device, and the second speed sensor obtains the speed and fluctuation signal of the generator; based on the speed and fluctuation signal of the pulley vibration damping device and the speed and fluctuation signal of the generator, a speed attenuation value and a fluctuation signal attenuation value are obtained; S4. The damping is connected to the pulley vibration reduction device, and the torque of the pulley vibration reduction device is changed based on the damping.

[0018] Compared with the prior art, the present invention has the following beneficial effects: (1) The present invention can change the speed fluctuation amplitude input to the pulley vibration damping device by adjusting the position of the variable frequency motor and the angle between the universal joint and the output end of the variable frequency motor. The first speed sensor is used to collect the speed and fluctuation signal transmitted by the variable frequency motor, while the second speed sensor collects the speed signal after vibration reduction by the pulley vibration damping device. The vibration sensor records the torque fluctuation signal loaded by the damper and caused by the speed fluctuation. The present invention effectively simulates the hybrid vehicle at a specified engine speed, a specified transmitted torque and a specified torque fluctuation amplitude, and completes the dynamic torsion test of the pulley vibration damping device at any rotation speed, any set torque and torque fluctuation state.

[0019] (2) The belt tension can be adjusted through the tensioner to further simulate the working conditions of the engine front end gear train. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the structure of the present invention; Figure 2 yes Figure 1 Schematic diagram of the structure when the middle belt vibration reduction device, generator, belt and tensioner are connected; Figure 3 It is a schematic diagram of input speed and output speed in the prior art; Figure 4 This is a speed comparison diagram based on the change in the angle between the output shaft of the variable frequency motor and the universal coupling in this application.

[0021] In the figure, 1. frequency conversion motor; 2. universal coupling; 3. pulley vibration reduction device; 4. belt; 5. first speed sensor; 6. first signal tooth; 7. adjustable flywheel; 8. damper; 9. vibration sensor; 10. microphone; 11. second signal tooth; 12. second speed sensor; 13. generator; 14. tensioner; 15. first rotating shaft; 16. second rotating shaft. DETAILED DESCRIPTION

[0022] The following are specific embodiments of the present invention and the accompanying drawings to further describe the technical solution of the present invention, but the present invention is not limited to these embodiments.

[0023] like Figures 1 to 4 As shown, a test device for a hybrid vehicle vibration reduction system of the present invention comprises: a test bench as a supporting component, a test component consisting of a load module, a variable frequency motor 1, a universal joint 2 and a test module, and a test object consisting of a pulley vibration reduction device 3 and a generator 13.

[0024] Among them, the input end of the generator 13 is connected to the pulley vibration damping device 3 through a belt 4, the load module has a coaxially arranged adjustable flywheel 7 and a damper 8, the side of the adjustable flywheel 7 away from the damper 8 is coaxially arranged with the pulley vibration damping device 3, the adjustable flywheel 7 is used to simulate the rotational inertia of the automobile engine structure, and the damper 8 is used to apply damping to the pulley vibration damping device 3; the variable frequency motor 1 is used to provide a power source with adjustable speed, and the variable frequency motor 1 can move freely in the horizontal direction; one end of the universal coupling 2 is connected to the variable frequency motor 1, and the other end is connected to the pulley vibration damping device 3; the universal coupling 2 and the output end of the variable frequency motor 1 form an angle that can change with the movement of the variable frequency motor 1, which is used to adjust the speed fluctuation amplitude input to the pulley vibration damping device 3 and the generator 13; and the test load of the pulley vibration damping device 3 can be adjusted through the load module; the detection module is used to detect the output of the pulley vibration damping device 3 and the generator 13.

[0025] In this embodiment, the variable frequency motor 1 can be Figure 1 The direction indicated by the arrow is relatively slid on the test bench (not shown in the figure) to adjust the position of the variable frequency motor 1. It is worth noting that the present scheme can realize a dynamic test with a rotation speed through the variable frequency motor 1. Specifically, an angle α is formed between the axial direction of the output shaft of the variable frequency motor 1 and the axial direction of the universal joint 2. When the position of the variable frequency motor 1 changes, the size of the angle α changes accordingly, thereby realizing a change in the torque fluctuation amplitude of the pulley vibration reduction device 3. That is to say, the variable frequency motor 1 in the structure is a torque-free motor in the conventional technology. The torque fluctuation is transformed into a variable frequency motor 1 with torque fluctuation, so that the pulley vibration damping device 3 can receive the speed and fluctuation signal transmitted by the variable frequency motor 1 through the universal joint 2; similarly, under the transmission of the belt 4, after the pulley vibration damping device 3 reduces the vibration (a spring is installed inside the pulley vibration damping device 3, and the vibration is reduced by the spring), the speed and fluctuation signal transmitted by the belt 4 to the generator 13 are fed back by the belt 4 pulley, and finally the attenuation degree of the generator 13 and the pulley vibration damping device 3 detected by the detection module is compared to determine whether the specified use requirements are met.

[0026] In this scheme, the rotation speed and fluctuation transmitted to the generator 13 by the pulley vibration damping device 3 and the belt 4 are used to simulate the working condition of the hybrid vehicle when it is just starting. In addition, the rotational inertia of the adjustable flywheel 7 is adjusted to the rotational inertia value of the tested engine to simulate the rotational inertia of the engine and accessories, and the driving resistance distance after the engine intervenes when the car is driving is simulated by adjusting the damping torque of the damper 8. Under the transmission of the belt 4, the torque of the pulley vibration damping device 3 is also changed, thereby realizing that the test bench simulates the hybrid vehicle at a specified engine speed, a specified transmitted torque and a specified torque fluctuation amplitude, and realizes the detection of the pulley vibration damping device 3 at any rotation speed, any set torque and torque fluctuation state, and finally judges the vibration reduction effect of the pulley vibration damping device 3 on the speed fluctuation.

[0027] A first rotating shaft 15 is connected to the pulley vibration damping device 3, and the detection module includes a first signal tooth 6 arranged on the first rotating shaft 15, and the first signal tooth 6 is located on the side of the pulley vibration damping device 3 facing the adjustable flywheel 7. A first speed sensor 5 is arranged on one side of the first signal tooth 6, and the speed and fluctuation signal of the variable frequency motor 1 input through the universal joint 2 is transmitted by the first signal tooth 6 and detected by the first speed sensor 5; a vibration sensor 9 is arranged on the first rotating shaft 15, and the vibration sensor 9 is located between the first signal tooth 6 and the adjustable flywheel 7, and the vibration sensor 9 is used to collect the torque fluctuation signal of the pulley vibration damping device 3 caused by the damping fluctuation loaded by the damper 8.

[0028] like Figure 1 As shown, after adjusting the position of the variable frequency motor 1, the size of the angle α of the universal coupling 2 can be changed, thereby adjusting the speed fluctuation amplitude input to the pulley vibration reduction device 3. In this process, since the first signal tooth 6 and the pulley vibration reduction device 3 are coaxially arranged, the vibration sensor 9 is located between the first signal tooth 6 and the adjustable flywheel 7. Therefore, the speed and fluctuation signal transmitted by the variable frequency motor 1 via the universal coupling 2 can be collected by relying on the first signal tooth 6, and the vibration signal transmitted by the universal coupling 2 can be collected by relying on the vibration sensor 9. Finally, it is received by the first speed sensor 5 and the vibration sensor 9 and compared with the data on the external device to determine whether the torque fluctuation amplitude, rotation speed, resonance frequency and resonance amplitude meet the use requirements.

[0029] Preferably, the outer wall of the belt 4 is also movably pressed against a tensioning wheel 14 , and the tensioning wheel 14 can move in a radial direction parallel to the pulley vibration reduction device 3 to adjust the tension of the belt 4 .

[0030] like Figure 2 As shown, the tensioning wheel 14 can be displaced in the vertical direction by means of a hydraulic cylinder or a pneumatic cylinder, thereby adjusting the tension of the tensioning wheel 14 on the belt 4, and finally achieving the tension of the front wheel train simulating the engine. A second rotating shaft 16 is connected to the generator 13, and a second signal tooth 11 is coaxially arranged on the second rotating shaft 16. The detection module has a second speed sensor 12 located on one side of the second signal tooth 11. The second signal tooth 11 is used to transmit the speed fluctuation transmitted to the generator 13 after being damped by the pulley vibration damping device 3, and detect it through the second speed sensor 12.

[0031] like Figure 1 and Figure 2 As shown, after the speed fluctuation amplitude of the pulley vibration damping device 3 is adjusted accordingly due to the change of the above-mentioned horizontal angle α, the speed and fluctuation of the pulley vibration damping device 3 after vibration reduction can be transmitted to the generator 13 by the belt 4 under the compression change of the spring (not shown in the figure) in the pulley vibration damping device 3. Similarly, since the generator 13 is connected with the second rotating shaft 16, the second signal tooth 11 is coaxially arranged with the second rotating shaft 16, so the speed and fluctuation signal transmitted to the generator 13 via the belt 4 can be collected by the second signal tooth 11 and transmitted to the second speed sensor 12. By comparing the information received by the first speed sensor 5 with the information received by the second speed sensor 12, the corresponding speed attenuation value and fluctuation attenuation value can be obtained.

[0032] Preferably, a slider is provided at the bottom of the variable frequency motor 1, a slide rail is provided on the testing platform, and the slider is movably connected to the slide rail to realize the movement of the variable frequency motor 1 on the testing platform.

[0033] The detection platform is also provided with a microphone 10 located on one side of the belt 4 , and the microphone 10 is used to detect the noise generated when the belt 4 shakes.

[0034] In this solution, the speed fluctuation amplitude is adjusted by adjusting the angle α between the universal coupling 2 and the pulley vibration damping device 3, so that the speed of the variable frequency motor 1 without speed fluctuation is changed to the engine speed with speed fluctuation; the equivalent rotational inertia of the whole vehicle including the engine is simulated by the adjustable flywheel 7; the damper 8 simulates the driving resistance torque of the vehicle during driving; the input and output speeds of the pulley vibration damping device 3 are collected to determine the vibration reduction effect of the pulley vibration damping device 3 on the speed fluctuation; the noise generated by the vibration of the belt 4 is collected by the microphone 10 to determine the influence of the tension of the pulley vibration damping device 3 and the tensioning wheel 14 on the noise of the belt 4; the vibration signal of the vibration sensor 9 is collected to calculate the system resonance frequency and vibration amplitude; this can provide a basis for the design of the pulley vibration damping device 3, to adjust the torsional stiffness, damping value, torsion angle, active and driven part rotational inertia and other parameters of the pulley vibration damping device 3, shorten the development cycle of the pulley vibration damping device 3, reduce the development cost, and meet the requirements of the front wheel system of the engine of the matched hybrid vehicle for speed fluctuation, noise, resonance frequency and resonance amplitude.

[0035] In this test bench, a cross-axis universal joint coupling is used to simulate the second-order excitation of the engine (the second-order excitation mainly refers to the vibration and noise of a specific frequency generated by the engine during operation). In addition, the fluctuation signal in this embodiment is based on the rotation frequency of the variable frequency motor 1, and the formula is as follows: Assume that the input shaft speed of variable frequency motor 1 is , the output speed of the first rotating shaft 15 is , the angle between the universal coupling 2 and the output shaft of the variable frequency motor 1 is , the angular position of the input shaft of the variable frequency motor 1 .

[0036] According to kinematics, the non-uniformity of the velocity transmitted by a single universal joint can be deduced. The derivation process is as follows:

[0037] By deduction, it can be obtained that the speed of the output shaft of the universal coupling 2 has a fluctuating characteristic, and the average value of the speed fluctuation is The amplitude of the fluctuation is , the frequency of fluctuation is twice the rotation frequency.

[0038] In addition, after simulating the motion characteristics of the universal joint 2 using MATLAB, the following can be obtained: Figure 3 to Figure 4 As shown in the results, the output shaft of the variable frequency motor 1 in the prior art is often directly connected to the first rotating shaft 15 on the pulley vibration reduction device 3 coaxially. When the input speed of the variable frequency motor 1 is constant at 100 rpm, the output speed is always within the same range of fluctuations. Figure 3 Schematic diagram shown; the present embodiment is different from the previous one in that a universal coupling 2 structure is added. When the output shaft of the variable frequency motor 1 is also at a constant input speed of 100 rpm, the placement position of the variable frequency motor 1 on the test bench can be adjusted by adjusting the slider and the slide rail. Figure 1 The size of the angle α shown in the figure, and when α is 5°, 10°, 15°, and 20°, as shown in the figure Figure 4 As shown, the speed fluctuation amplitude outputted from the output end of the universal coupling 2 (i.e., the end away from the variable frequency motor 1) also changes accordingly, which further proves that under the adjustment of the speed and position of the variable frequency motor 1, changing the angle α can complete the dynamic torque test of the generator 13 at any rotation speed and torque fluctuation amplitude. From this, we can also conclude that: for the frequency modulation method: the speed fluctuation frequency outputted by the cross-axis universal coupling 2 is twice the stable speed of the variable frequency motor 1, and the frequency modulation can be achieved by adjusting the speed of the variable frequency motor 1; for the amplitude modulation method: the fluctuation amplitude of the output speed is adjusted by adjusting the installation angle of the cross-axis universal coupling 2, and the change of the angle α is achieved by the slider rail in the detection table.

[0039] Based on the above-mentioned test device for the vibration reduction system of a hybrid vehicle, this solution also provides a test method, including the following steps: S1, turning on the variable frequency motor 1, and changing the speed and fluctuation signal of the input pulley vibration reduction device 3 based on the variable frequency motor 1; S2, the generator 13 is connected to the pulley vibration reduction device 3 through the belt 4, and the pulley vibration reduction device 3 drives the generator 13 to work through the belt 4; S3, the first speed sensor 5 obtains the speed and fluctuation signal of the pulley vibration damping device 3, and the second speed sensor 12 obtains the speed and fluctuation signal of the generator 13; based on the speed and fluctuation signal of the pulley vibration damping device 3 and the speed and fluctuation signal of the generator 13, a speed attenuation value and a fluctuation signal attenuation value are obtained; S4 , the damper 8 is connected to the pulley vibration damping device 3 , and based on the damper 8 changing the torque of the pulley vibration damping device 3 , the generator 13 transmits the torque change to the pulley vibration damping device 3 through the belt 4 .

[0040] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0041] In addition, in the present invention, descriptions such as "first", "second", "one", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0042] In the present invention, unless otherwise clearly specified and limited, the terms "connection", "fixation", etc. should be understood in a broad sense. For example, "fixation" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0043] In addition, the technical solutions between the various embodiments of the present invention can be combined with each other, but it must be based on the fact that ordinary technicians in the field can implement it. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0044] The specific embodiments described herein are merely examples of the spirit of the present invention. Those skilled in the art may make various modifications or additions to the specific embodiments described or replace them in similar ways without departing from the scope defined by the spirit of the present invention.

Claims

1. A test device for a hybrid vehicle vibration reduction system, characterized in that: include: A pulley vibration damping device and a generator, wherein an input end of the generator is connected to the pulley vibration damping device via a belt; A load module, comprising a coaxially arranged adjustable flywheel and a damper, wherein a side of the adjustable flywheel away from the damper is coaxially arranged with the pulley vibration damping device, the adjustable flywheel is used to simulate the moment of inertia of the automobile engine structure, and the damper is used to apply damping to the pulley vibration damping device; A variable frequency motor and a universal coupling, wherein the variable frequency motor is used to provide a power source with adjustable speed, and the variable frequency motor can move freely in the horizontal direction; one end of the universal coupling is connected to the variable frequency motor, and the other end is connected to the pulley vibration reduction device; The universal coupling and the output end of the variable frequency motor form an angle that can change with the movement of the variable frequency motor, which is used to adjust the speed fluctuation amplitude input to the pulley vibration reduction device and the generator; and the test load of the pulley vibration reduction device can be adjusted by the load module; A detection module is used to detect the output conditions of the pulley vibration reduction device and the generator.

2. A test device for a hybrid vehicle vibration reduction system as claimed in claim 1, characterized in that: A first rotating shaft is connected to the pulley vibration damping device, and the detection module includes a first signal tooth arranged on the first rotating shaft. The first signal tooth is located on the side of the pulley vibration damping device facing the adjustable flywheel, and a first speed sensor is arranged on one side of the first signal tooth. The first signal tooth transmits the speed and fluctuation signal of the variable frequency motor input through the universal joint and detects it through the first speed sensor.

3. A test device for a hybrid vehicle vibration reduction system as claimed in claim 2, characterized in that: A vibration sensor is provided on the first rotating shaft, and the vibration sensor is located between the first signal tooth and the adjustable flywheel. The vibration sensor is used to collect a torque fluctuation signal of the pulley vibration reduction device caused by the damping fluctuation loaded by the damper.

4. A testing device for a hybrid vehicle vibration reduction system as claimed in claim 1, characterized in that: The outer wall of the belt is also movably pressed against a tensioning wheel, and the tensioning wheel can move in a radial direction parallel to the pulley vibration reduction device to adjust the tension of the belt.

5. A testing device for a hybrid vehicle vibration reduction system as claimed in claim 1, characterized in that: The generator is connected to a second rotating shaft, and a second signal tooth is coaxially arranged on the second rotating shaft. The detection module has a second speed sensor located on one side of the second signal tooth. The second signal tooth is used to transmit the speed fluctuation transmitted to the generator after being damped by the pulley vibration reduction device, and is detected by the second speed sensor.

6. A testing device for a hybrid vehicle vibration reduction system as claimed in claim 1, characterized in that: It also includes a testing platform, a slider is arranged at the bottom of the variable frequency motor, a slide rail is arranged on the testing platform, and the slider is movably connected to the slide rail.

7. A testing device for a hybrid vehicle vibration reduction system as claimed in claim 6, characterized in that: The detection platform is also provided with a microphone located at one side of the belt, and the microphone is used to detect the noise generated when the belt shakes.

8. A testing device for a hybrid vehicle vibration reduction system as claimed in claim 2, characterized in that: The fluctuation signal is based on the rotation frequency of the variable frequency motor, and the formula is as follows: Assume that the input shaft speed of the variable frequency motor is , the output speed of the first shaft is , the angle between the universal coupling and the output shaft of the variable frequency motor is , the angular position of the input shaft of the variable frequency motor ; According to kinematics, the non-uniformity of the velocity transmitted by a single universal joint can be deduced; the derivation process is as follows: By deduction, it can be obtained that the speed of the output shaft of the universal coupling has a fluctuating characteristic, and the average value of the speed fluctuation is The amplitude of the fluctuation is , the frequency of fluctuation is twice the rotation frequency.

9. A testing method, characterized in that: A test device for a hybrid vehicle vibration reduction system as claimed in any one of claims 1 to 8, comprising the steps of: S1, turning on the variable frequency motor, and changing the speed and fluctuation signal of the input pulley vibration reduction device based on the variable frequency motor; S2, the generator is connected to the pulley vibration reduction device through a belt, and the pulley vibration reduction device drives the generator to work through a belt; S3, the first speed sensor obtains the speed and fluctuation signal of the pulley vibration reduction device, and the second speed sensor obtains the speed and fluctuation signal of the generator; Obtaining a speed attenuation value and a fluctuation signal attenuation value based on the speed and fluctuation signal of the pulley vibration reduction device and the speed and fluctuation signal of the generator; S4. A damper is connected to the pulley vibration damping device. Based on the damper changing the torque of the pulley vibration damping device, the generator transmits the torque change to the pulley vibration damping device through a belt.

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