A multi-parameter constrained diesel engine front end adjustable damping gear train structure and a control system thereof

Abstract

This invention discloses a diesel engine front-end gear train structure and its control system with multi-parameter constrained dynamic damping adjustment. The structure includes an idler pulley, crankshaft pulley, and adjustable damping wheel, etc., and is synchronously driven by multiple wedge belts. The adjustable damping wheel has a built-in dual-chamber damping structure and an electromagnetic control valve. The control system includes a multi-parameter acquisition module and a central control unit, etc., to collect parameters such as speed and tension. After filtering and preprocessing, a dynamic damping adjustment algorithm is used to achieve piecewise nonlinear damping force adjustment, which works in conjunction with an energy management strategy to complete energy recovery and auxiliary transmission. This invention retains the advantages of the original gear train's compactness and reliability, solves problems such as idling and energy waste, improves transmission stability and energy efficiency, is adaptable to all operating conditions of diesel engines, and has strong versatility.

Description

Technical Field

[0001] This invention relates to the field of diesel engine wheel system control, specifically to a multi-parameter constrained adjustable damping wheel system structure for the front end of a diesel engine and its control system. Background Technology

[0002] Diesel engines, as high-compression, high-thermal-efficiency power machines, are widely used in commercial vehicles, construction machinery, generator sets, and other fields. Their front-end pulley system is a core subsystem ensuring the normal operation of the engine's auxiliary systems. It is primarily responsible for transmitting the rotational power output from the crankshaft to key accessories such as generators, water pumps, and cooling fans, directly affecting the reliability, economy, and durability of the diesel engine. As diesel engines develop towards higher power density, lower fuel consumption, and lower emissions, the design of the front-end pulley system faces multiple challenges. Early diesel engine front-end pulley systems often used multiple independent V-belts or triangular belts to drive each accessory separately. This layout suffers from drawbacks such as large space occupation, low transmission efficiency, and the need for frequent manual adjustment of belt tension, making it unsuitable for the compact design requirements of modern diesel engines. To solve these problems, the industry has gradually adopted a compact single-belt multi-ribbed drive layout. This allows multiple accessories to be driven simultaneously by a single multi-ribbed belt, reducing the space occupied by the pulley system and improving transmission efficiency to some extent.

[0003] However, existing single-strand multi-ribbed belt pulley systems still have many technical shortcomings that urgently need to be addressed:

[0004] Although the arrangement of the gear train has become more compact, as the horsepower of diesel engines increases, the speed fluctuation range of the gear train increases. The multi-ribbed belt and the drive pulley are prone to relative slippage and free rotation, which not only wastes energy but also aggravates the wear of the multi-ribbed belt and shortens its service life.

[0005] The transmission components in existing gear trains, such as traditional transmission belt pulleys, have a single function and are mostly passive power transmission components. They lack the ability to actively adapt to speed fluctuations and cannot adjust transmission characteristics according to changes in diesel engine load, speed, and other operating conditions. This leads to an increased risk of idle running at high speeds under light loads and excessive power transmission losses under heavy loads.

[0006] Although some wheel systems in the existing technology use damping wheels, these damping wheels are mostly passive vibration reduction structures with fixed and unadjustable damping force. They can only achieve a single vibration reduction function and cannot solve the dual needs of idling suppression and energy recovery in a coordinated manner.

[0007] Excess kinetic energy in existing wheel systems is not effectively recovered and utilized, which does not conform to the development trend of low fuel consumption and high energy utilization of diesel engines. The versatility of traditional wheel systems still needs to be improved. Most wheel systems are designed only for specific engine models and cannot meet the power requirements of different accessories through simple adaptation, resulting in increased design and manufacturing costs.

[0008] Therefore, in order to solve the problems existing in the prior art, the present invention provides a multi-parameter constrained adjustable damping wheel system structure for the front end of a diesel engine and its control system. Summary of the Invention

[0009] To address the shortcomings of existing technologies, the present invention aims to provide a multi-parameter constrained adjustable damping wheel system structure for the front end of a diesel engine and its control system.

[0010] To achieve the above objectives, the present invention provides the following technical solution: A multi-parameter constrained dynamic damping adjustment diesel engine front-end gear train structure includes an idler pulley, crankshaft pulley, generator drive pulley, water pump drive pulley, automatic tensioner, adjustable damping pulley, and a multi-wedge belt. The idler pulley, crankshaft pulley, generator drive pulley, water pump drive pulley, automatic tensioner, and adjustable damping pulley are detachably connected to the front-end cover plate, crankcase, and generator bracket respectively by bolts. The center distance of each gear train component is determined by gear train safety calculations. The multi-wedge belt achieves synchronous torque transmission. The adjustable damping pulley is... The integrated structure includes a dual-chamber damping structure and an electromagnetic control valve. The dual-chamber damping structure is filled with a damping medium, and the two chambers are symmetrically distributed along the axis of the adjustable damping wheel and connected by a flow guide channel. The electromagnetic control valve is mounted in the middle of the flow guide channel to adjust the flow area. The automatic tensioning wheel is arranged between the generator drive wheel and the crankshaft pulley to adjust the tension of the multi-ribbed belt in real time. The idler wheel is located on the non-load-bearing side of the multi-ribbed belt to optimize the transmission angle of the multi-ribbed belt.

[0011] As a further improvement of the present invention, the outer ring friction layer of the adjustable damping wheel in contact with the multi-wedge belt is made of aluminum alloy, and the contact surface is treated with hard anodizing; the outer ring end face of the adjustable damping wheel is provided with threaded holes evenly distributed in the circumference, and the threaded holes are used to install additional transmission components or condition monitoring components; the outer circular surface of the outer ring friction layer is provided with an annular heat dissipation groove, which extends along the axial direction of the adjustable damping wheel and is correspondingly arranged with the outer side wall of the dual-chamber damping structure.

[0012] As a further improvement of the present invention, an annular rubber layer is press-fitted circumferentially in the middle of the crankshaft pulley body; the transmission groove of the crankshaft pulley is provided with track grooves on both sides that are adapted to the sides of the multi-wedge belt, and the groove wall of the track groove is an arc-shaped transition surface; the flow guide channel adopts a gradual throttling orifice structure, the inlet end orifice diameter of which is smaller than the outlet end orifice diameter; the valve core of the electromagnetic control valve is sealed to the orifice wall of the flow guide channel; the inner ring of the adjustable damping wheel is connected to the transmission shaft through a conical spline, and the tooth surface of the conical spline is provided with a lubrication groove.

[0013] As a further improvement of the present invention, the cavity wall of the dual-chamber damping structure is made of thermally conductive alloy material, and a heat insulation layer is attached to the outer side of the cavity wall. The adjustable damping wheel is provided with end caps at both ends. The axial thickness and mounting hole position of the adjustable damping wheel are consistent with the original transmission belt pulley. The outer diameter, number of grooves and groove depth of the adjustable damping wheel are adapted to the multi-wedge belt to ensure that the gear train transmission ratio remains unchanged.

[0014] A diesel engine front-end wheel train structure control system with multi-parameter constrained dynamic damping adjustment includes a multi-parameter acquisition module, a central control unit, a drive module, and an energy circulation module; The multi-parameter acquisition module is used to acquire gear train operating status parameters and environmental related parameters, and transmits the acquired parameters to the central control unit after filtering and preprocessing. The central control unit has a built-in dynamic damping adjustment algorithm and energy management strategy, which is used to generate damping force adjustment commands and energy circulation control commands based on the preprocessed parameters; the drive module is signal-connected to the central control unit and is driven by the electromagnetic control valve of the adjustable damping wheel, which is used to respond to the damping force adjustment commands and control the opening and closing degree and action response speed of the electromagnetic control valve. The energy recycling module is mechanically connected to the adjustable damping wheel and bidirectionally connected to the central control unit to respond to energy recycling control commands and complete energy recovery, storage, monitoring and on-demand release.

[0015] As a further improvement of the present invention, the multi-parameter acquisition module includes a speed acquisition component, a load acquisition component, a tension acquisition component, a deviation acquisition component, a power acquisition component, and a temperature acquisition component; the speed acquisition component is used to acquire the real-time speed and speed fluctuation rate of the gear train, the load acquisition component is used to obtain the real-time load status of the diesel engine, the tension acquisition component is used to detect the real-time tension of the multi-wedge belt, the deviation acquisition component is used to acquire the speed deviation of accessories such as generators and water pumps, the power acquisition component is used to monitor the remaining power of the energy storage module, and the temperature acquisition component is used to detect the operating temperature of the adjustable damping wheel; the central control unit judges the validity of the acquired parameters, removes abnormal data, arbitrates parameters according to preset priorities, and controls the gear train according to the arbitration result.

[0016] As a further improvement of the present invention, the dynamic damping adjustment algorithm includes: the central control unit receiving preprocessed parameters transmitted by the multi-parameter acquisition module, identifying the current operating condition based on the real-time speed of the wheel system and the load status of the diesel engine; the operating conditions include idling, rated, high-speed light-load, heavy-load, and rapid acceleration and deceleration conditions; according to the identified operating condition type, allocating the weight of each acquired parameter according to preset rules, with the core parameter having a higher weight than the auxiliary parameter; the weight allocation result is dynamically adjusted according to the operating condition; based on the parameter weight allocation result and combined with the damping characteristics of the dual-chamber damping structure, the central control unit calculates the target damping force under the current operating condition through a nonlinear mapping relationship; the multi-parameter acquisition module continuously acquires the wheel system operating parameters; the central control unit compares the actual parameters with the preset threshold and corrects the target damping force in real time to ensure that the wheel system operating state meets the preset requirements.

[0017] As a further improvement of the present invention, the dynamic damping adjustment algorithm further includes the following: the nonlinear mapping relationship includes, when in idling condition, using the multi-wedge belt tension and wheel system speed as core parameters, minimizing the target damping force through a nonlinear function to avoid excessive damping affecting accessory starting; when in rated condition, using the wheel system speed, load state, and accessory speed deviation as core parameters, balancing transmission stability and energy recovery efficiency through multi-parameter coupled nonlinear calculation; when in high-speed light-load condition, using the wheel system speed and energy storage module charge as core parameters, through gradient... An increasing nonlinear function increases the target damping force to suppress multi-wedge belt idling; under heavy load conditions, the target damping force is reduced by a rapidly decreasing nonlinear function, using the diesel engine load and accessory speed deviation as core parameters; under rapid acceleration and deceleration conditions, the target damping force is adjusted by a progressively increasing and decreasing nonlinear function, using the speed fluctuation rate and multi-wedge belt tension as core parameters, to avoid multi-wedge belt impact; within the transition range, the target damping force is calculated using an S-shaped weighted interpolation algorithm to achieve smooth switching of damping force between adjacent conditions, avoiding sudden changes in damping force during condition switching.

[0018] As a further improvement of the present invention, the dynamic damping adjustment algorithm is executed in conjunction with the energy management strategy, including: During the dynamic correction process, if the central control unit determines that the multi-wedge belt tension and accessory speed meet the preset safety conditions and the wheel system has excess kinetic energy, it generates an energy recovery command, controls the clutch mechanism of the energy circulation module to engage, and activates the energy harvesting component to recover excess kinetic energy and store it in the energy storage component. If it determines that the wheel system speed is lower than the preset threshold or the diesel engine load is higher than the preset threshold, and the remaining power of the energy storage component meets the requirements, it generates an auxiliary transmission command, controls the clutch mechanism to engage, and activates the auxiliary transmission component to release the stored energy and provide auxiliary power to the wheel system. During energy recovery and auxiliary transmission, the central control unit uses a real-time linkage dynamic damping adjustment algorithm to adjust the target damping force to adapt to the energy flow state, ensuring that the energy circulation action does not affect the stability of the wheel system transmission. When the multi-wedge belt tension or accessory speed exceeds the preset safety range, the energy circulation action is immediately stopped, and damping force adjustment is performed first.

[0019] The beneficial effects of this invention are: (1) The transmission stability is significantly improved. The dynamic damping adjustment algorithm is adapted to all scenarios such as idling, heavy load, and sudden changes in working conditions. The nonlinear damping force accurately suppresses the idling and impact of the multi-ribbed belt. Combined with the crankshaft pulley vibration reduction structure, it reduces vibration and misalignment, greatly reduces the wear of the multi-ribbed belt, and extends its service life and the maintenance cycle of the gear train. (2) Optimize energy utilization efficiency, recover excess kinetic energy of the gear train for storage and reuse, release auxiliary transmission under heavy load or low speed, reduce crankshaft power output load, directly reduce diesel engine fuel consumption, and conform to the trend of low energy consumption development. (3) It has strong universality and adaptability. The adjustable damping wheel size is fully compatible with the original transmission belt pulley. It can be seamlessly replaced without modifying the wheel system installation structure. The outer ring threaded hole supports the installation of additional components and status monitoring, expanding the wheel system adaptation scenarios and reducing modification and design costs. (4) The reliability of the operation is outstanding. It continues the advantages of the original compact layout and safety calculation of the wheel system. The damping wheel adopts wear-resistant material, combined sealing and heat dissipation design, which is suitable for the high temperature and dusty working conditions at the front end of the diesel engine. The control logic that prioritizes transmission safety further ensures the long-term stable operation of the wheel system. (5) Intelligent control is precise and efficient. The multi-parameter acquisition module fully captures working condition data. Combined with the segmented nonlinear adjustment and collaborative control strategy, it realizes the adaptive dynamic adaptation of damping force and energy cycle, and can cope with complex working condition changes without manual intervention. Attached Figure Description

[0020] Figure 1 This is a first schematic diagram of the front wheel train of a diesel engine front wheel train structure with multi-parameter constraint dynamic damping adjustment according to the present invention.

[0021] Figure 2 This is a second schematic diagram of the front wheel train of a diesel engine front wheel train structure with multi-parameter constraint dynamic damping adjustment according to the present invention.

[0022] Figure 3 This is a first schematic diagram of the crankshaft pulley of a diesel engine front-end gear train structure with multi-parameter constraint dynamic damping adjustment according to the present invention.

[0023] Figure 4 This is a second schematic diagram of the crankshaft pulley of a diesel engine front-end gear train structure with multi-parameter constraint dynamic damping adjustment according to the present invention.

[0024] Figure 5 This is a schematic diagram of a diesel engine front-end wheel train structure control system with multi-parameter constraint dynamic damping adjustment according to the present invention.

[0025] Figure 6 This is a flowchart of the dynamic damping adjustment algorithm of a diesel engine front-end wheel system structure control system with multi-parameter constraint dynamic damping adjustment according to the present invention.

[0026] Figure 7 This is a flowchart of an energy management strategy for a diesel engine front-end wheel train structure control system with multi-parameter constrained dynamic damping adjustment according to the present invention.

[0027] The attached diagram is labeled as follows: 1. Idler pulley; 2. Crankshaft pulley; 3. Generator drive pulley; 4. Water pump drive pulley; 5. Automatic tensioner pulley; 6. Adjustable damping pulley; 7. Multi-ribbed belt. Detailed Implementation

[0028] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Identical components are denoted by the same reference numerals. It should be noted that the terms "front," "rear," "left," "right," "upper," and "lower" used in the following description refer to directions in the accompanying drawings, and the terms "bottom surface," "top surface," "inner," and "outer" refer to directions toward or away from the geometric center of a specific component, respectively.

[0029] This invention proposes a diesel engine front-end wheel train structure with multi-parameter constrained dynamic damping adjustment, such as... Figures 1 to 4As shown, the system includes an idler pulley 1, a crankshaft pulley 2, a generator drive pulley 3, a water pump drive pulley 4, an automatic tensioner 5, an adjustable damping pulley 6, and a multi-ribbed belt 7. The idler pulley 1, crankshaft pulley 2, generator drive pulley 3, water pump drive pulley 4, automatic tensioner 5, and adjustable damping pulley 6 are detachably connected to the front cover plate, crankcase, and generator bracket respectively by bolts. The center distance of each gear train component is determined by gear train safety calculations. The multi-ribbed belt 7 achieves synchronous torque transmission. The adjustable damping pulley 6 is an integrated structure with an internal... The unit is equipped with a dual-chamber damping structure and an electromagnetic control valve. The dual-chamber damping structure is filled with a damping medium. The two chambers are symmetrically distributed along the axis of the adjustable damping wheel 6 and are connected through a flow guide channel. The electromagnetic control valve is mounted in the middle of the flow guide channel and is used to adjust the flow area of ​​the flow guide channel. The automatic tensioning wheel 5 is arranged between the generator drive wheel 3 and the crankshaft pulley 2 and is used to adjust the tension of the multi-wedge belt 7 in real time. The idler wheel 1 is set on the non-stressed side of the multi-wedge belt 7 and is used to optimize the transmission angle of the multi-wedge belt 7.

[0030] The adjustable damping wheel 6 adopts an integrated design concept, consolidating functional components into one unit. This effectively reduces assembly errors and improves structural compactness. Its core internal structure includes a dual-chamber damping structure and an electromagnetic control valve. The dual-chamber damping structure is symmetrically distributed along the axial direction of the adjustable damping wheel 6. This symmetrical layout ensures balanced force during operation, preventing eccentric rotation or abnormal wear caused by uneven force on one side. The chambers are filled with a damping medium that possesses good fluidity and stability, generating damping force through its own flow. Its physical properties are compatible with the operating temperature range of the diesel engine front end, preventing performance degradation due to high or low temperatures. The two chambers are connected by a flow channel, the direction of which matches the rotation direction of the damping wheel. This ensures smooth flow of the damping medium between the chambers. Furthermore, the channel employs a gradient structure design to prevent turbulence or blockage during medium flow, providing a structural basis for smooth adjustment of the damping force.

[0031] The electromagnetic control valve is mounted in the middle of the flow channel. This installation position allows for balanced control of the medium flow between the two chambers, ensuring consistent pressure changes in both chambers and thus achieving precise adjustment of the damping force. The core of the electromagnetic control valve's operation is to change the flow area of ​​the flow channel by displacing the valve core. When the valve core moves inward, the flow area decreases, increasing the flow resistance of the damping medium and consequently increasing the damping force. Conversely, when the valve core moves outward, the flow area increases, decreasing the flow resistance and simultaneously reducing the damping force. The entire adjustment process is rapid and without mechanical jamming, adapting to dynamic changes in gear train speed.

[0032] The automatic tensioner 5 is precisely positioned between the generator drive pulley 3 and the crankshaft pulley 2. This location, close to the crankshaft power output end, allows for the fastest response to tension fluctuations in the multi-ribbed belt 7. The automatic tensioner 5 incorporates an elastic preload component, which compensates in real time for tension losses in the multi-ribbed belt 7 caused by transmission wear and temperature changes. Simultaneously, it works in conjunction with the tension acquisition component in the multi-parameter acquisition module to form a closed-loop adjustment mechanism, ensuring that the multi-ribbed belt 7 is always within the optimal tension range and reducing the risk of belt vibration and slippage. This arrangement not only retains the design advantage of the tensioner being close to the power output end in the original pulley system but also further enhances transmission stability through its linkage with the control system.

[0033] The idler pulley 1 is positioned on the non-load-bearing side of the multi-ribbed belt 7. This arrangement does not affect the effective transmission torque of the multi-ribbed belt 7. Simultaneously, its position optimizes the transmission angle of the multi-ribbed belt 7, increasing the wrap angle between the multi-ribbed belt 7 and core components such as the crankshaft pulley 2 and the generator drive pulley 3, thereby increasing the transmission contact area and enhancing transmission reliability. Furthermore, the idler pulley 1 helps optimize the overall layout of the gear train. By rationally adjusting the installation height and horizontal position of the idler pulley 1, the distance between each drive pulley is shortened, further reducing the axial space occupied by the gear train and meeting the compact design requirements of the diesel engine's front-end gear train.

[0034] The outer friction layer of the adjustable damping wheel 6 is made of aluminum alloy, a material that combines lightweight and high strength, enabling it to withstand high-speed transmission loads while reducing the overall weight of the wheel system. The contact surface of the friction layer undergoes hard anodizing, forming a dense, wear-resistant layer that significantly improves the coefficient of friction with the multi-ribbed belt 7, reduces relative sliding wear, and enhances surface corrosion resistance, making it suitable for the high-temperature, dusty working environment of diesel engine front-ends. The outer end face of the adjustable damping wheel 6 has evenly distributed threaded holes along its circumference. These holes are multifunctional, allowing for the installation of additional transmission components such as air conditioning compressors and power steering pumps to expand the wheel system's adaptability, as well as the installation of condition monitoring components such as vibration sensors and temperature sensors to provide real-time operating data to the control system. The outer surface of the outer friction layer also features an annular heat dissipation groove, extending axially along the adjustable damping wheel 6 and corresponding to the outer wall of the dual-chamber damping structure. This quickly dissipates heat generated by the damping medium during operation, preventing viscosity changes due to excessive temperature and ensuring stable damping adjustment performance.

[0035] The chamber walls of the dual-chamber damping structure are made of a thermally conductive alloy, enabling rapid heat transfer from the damping medium within the chambers. This, combined with the heat dissipation grooves of the outer friction layer, forms an efficient heat dissipation pathway. A heat insulation layer is fitted to the outer side of the chamber walls, preventing the high external temperatures from the diesel engine front end from being conducted into the chambers, thus avoiding performance fluctuations in the damping medium due to external temperature influences. The adjustable damping wheel 6 has end caps at both ends, and a combined lip seal and labyrinth seal structure is used between the end caps and the wheel body. This sealing method effectively prevents external dust and oil from entering the chambers, while also preventing damping medium leakage, ensuring the long-term stable operation of the damping structure. The axial thickness and mounting hole positions of the adjustable damping wheel 6 are consistent with the original transmission pulley. Its outer diameter, number of grooves, and groove depth are precisely matched to the multi-wedge belt 7, ensuring that the damping wheel can directly replace the original transmission pulley without modifying the installation structure of the gear train. This also ensures that the gear train transmission ratio remains unchanged, avoiding any impact on the rated speed of generators, water pumps, and other accessories.

[0036] The outer ring friction layer of the adjustable damping wheel 6, which contacts the multi-wedge belt 7, is made of aluminum alloy and the contact surface is hard anodized. The outer ring end face of the adjustable damping wheel 6 is provided with threaded holes evenly distributed in the circumference. The threaded holes are used to install additional transmission components or condition monitoring components. The outer circular surface of the outer ring friction layer is provided with an annular heat dissipation groove. The heat dissipation groove extends along the axial direction of the adjustable damping wheel 6 and is correspondingly arranged with the outer side wall of the dual-chamber damping structure.

[0037] Specifically, such as Figures 1 to 4 As shown, an annular rubber layer is press-fitted circumferentially in the middle of the crankshaft pulley 2. The press-fitting process ensures that the rubber layer and the pulley body fit tightly together, preventing relative displacement between them during high-speed operation. The annular rubber layer has excellent elastic deformation capability, and its core function is to buffer the torsional vibration generated during crankshaft rotation. As the core of the diesel engine's power output, the crankshaft inevitably experiences speed fluctuations during operation. These fluctuations are converted into vibrations and transmitted to the gear train. The rubber layer absorbs the vibration energy through its own elastic deformation, transforming irregular vibrations into smooth power output. This prevents vibrations from causing momentary disengagement or severe friction between the multi-ribbed belt 7 and the drive pulley, thereby reducing fatigue wear on the multi-ribbed belt 7.

[0038] The crankshaft pulley 2 has track grooves on both sides of the transmission groove that are adapted to the sides of the multi-ribbed belt 7. The contour shape of the track grooves perfectly matches the side contour of the multi-ribbed belt 7, which can accurately limit the movement trajectory of the multi-ribbed belt 7 and prevent the multi-ribbed belt 7 from lateral deviation or falling off during high-speed transmission. The groove wall adopts an arc transition surface design, which replaces the traditional right-angle transition structure. This design can avoid stress concentration between the side of the multi-ribbed belt 7 and the groove wall. When the multi-ribbed belt 7 is running at high speed, the contact between the side and the groove wall is a surface contact rather than a point contact. The increased contact area reduces the local pressure, which not only reduces the wear rate of the side of the multi-ribbed belt 7, but also reduces the noise during transmission, and further improves the stability of the multi-ribbed belt 7 transmission.

[0039] The flow guiding channel adopts a gradually changing orifice structure, with the orifice diameter at the inlet end being smaller than that at the outlet end. This gradually changing design guides the damping medium to form a smooth flow state within the channel. When the damping medium flows in from the inlet end, the smaller orifice diameter generates a certain initial resistance. As the orifice diameter gradually increases, the resistance slowly decreases, and the medium flow velocity steadily increases. This avoids turbulence or impact caused by abrupt changes in orifice diameter, thus making the damping force adjustment process smoother and preventing gear train transmission impact caused by sudden changes in damping force.

[0040] The valve core of the electromagnetic control valve and the orifice wall of the flow guide channel are precisely sealed together, with no obvious gap between the outer surface of the valve core and the orifice wall. This sealing design prevents the damping medium from leaking through the gap during flow, ensuring that all media flow through a controllable flow area, thereby guaranteeing the accuracy of damping force adjustment. The movement stroke of the valve core is rigorously calibrated, and the change in flow area corresponding to each displacement is linear. This allows the central control unit to achieve stepless adjustment of the damping force by precisely controlling the valve core displacement, adapting to the damping requirements of the gear train under different operating conditions.

[0041] The inner ring of the adjustable damping wheel 6 is connected to the drive shaft via a tapered spline. Compared to traditional flat key connections, the tapered spline offers higher centering accuracy and torque transmission capacity. The teeth of the tapered spline are tapered, allowing for automatic centering during assembly through the guiding action of the tapered surface. This ensures the coaxiality of the damping wheel and drive shaft, preventing eccentric vibrations caused by coaxiality deviations during high-speed operation. The teeth are equipped with lubrication grooves arranged along their length. These grooves store lubricating oil and form a continuous oil film during transmission. This oil film not only reduces the coefficient of friction between the teeth, lowering transmission energy loss, but also provides cooling, carrying away heat generated by tooth friction. Simultaneously, it prevents wear, scuffing, and other failures on the teeth, significantly improving the service life of the connection structure and the reliability of the transmission.

[0042] Specifically, such as Figures 1 to 4As shown, the walls of the dual-chamber damping structure are made of a thermally conductive alloy, which possesses excellent thermal conductivity, enabling it to quickly conduct the heat generated by the damping medium during flow within the chamber to the outer ring of the damping wheel. A heat insulation layer, made of a low thermal conductivity material, is attached to the outer side of the chamber walls. Its main function is to prevent the high external temperature from the diesel engine front end from being conducted into the chamber. The diesel engine front end generates a large amount of heat during operation. If this heat is directly transferred to the damping medium, it will cause changes in the medium's viscosity, thus affecting the stability of the damping force. The heat insulation layer forms a temperature barrier, ensuring that the damping medium within the chamber remains within a suitable operating temperature range, thus protecting the damping adjustment performance from the influence of external ambient temperature.

[0043] The adjustable damping wheel 6 has end caps at both ends, which are fixed to the wheel body with bolts to form a closed chamber structure. This structure protects the internal dual-chamber damping structure and electromagnetic control valve from external dust, oil, and other impurities, while also strengthening the damping wheel's structural strength and preventing deformation caused by centrifugal force during high-speed operation. A combined sealing structure of lip seals and labyrinth seals is used between the end caps and the wheel body. The lip seals fit tightly against the mating surfaces of the end caps and the wheel body, preventing axial leakage of the damping medium. The labyrinth seals, through multiple tortuous gaps, form a sealing barrier, further preventing impurities from entering the chamber. This dual sealing structure works synergistically to ensure that the damping wheel will not experience medium leakage or impurity intrusion during long-term use.

[0044] The axial thickness and mounting hole positions of the adjustable damping wheel 6 are consistent with those of the original transmission pulley. Its outer diameter, number of grooves, and groove depth are precisely matched to the multi-wedge belt 7. The core purpose of this size-matching design is to achieve seamless replacement of the damping wheel with the original gear train. No modifications are required to the front cover plate of the diesel engine, generator bracket, or other mounting structures. The traditional transmission pulley can be replaced with the adjustable damping wheel 6 of this invention, greatly reducing the modification cost and adaptation difficulty of the gear train. Simultaneously, the precise size matching ensures that the gear train's transmission ratio remains consistent with the original design, and the speeds of accessories such as the generator and water pump can be maintained within the rated range. The replacement of the damping wheel will not affect the normal operation of the auxiliary systems, continuing the advantage of universal compatibility of the original gear train while adding a dynamic damping adjustment function.

[0045] This invention also proposes a multi-parameter constrained dynamic damping adjustment control system for the front-end wheel train structure of a diesel engine, such as... Figures 5 to 7As shown, this control system is based on the compact layout and reliable transmission of the original diesel engine's front-end wheel system. Through intelligent module collaboration, it achieves precise perception and dynamic control of the wheel system's operating conditions. The core system consists of a multi-parameter acquisition module, a central control unit, a drive module, and an energy recycling module. The layout and connection method of each module are fully adapted to the installation space of the original wheel system, without occupying excessive space in the front-end area of ​​the diesel engine. Simultaneously, through dual linkage of signals and mechanics, the intelligent control function is deeply integrated with the transmission function of the original wheel system. This retains the advantages of the original wheel system's simple structure and high reliability while adding core capabilities of adaptive adjustment and energy recovery.

[0046] The multi-parameter acquisition module is the core component of the control system for sensing the operating status of the gear train. Its design aims to compensate for the lack of condition monitoring in traditional gear trains. By comprehensively collecting gear train operating status parameters and environmental parameters affecting gear train operation, it provides complete data support for subsequent adjustments. The operating status parameters focus on core gear train transmission indicators, while the environmental parameters are designed for the high-temperature, dusty working environment at the diesel engine's front end, ensuring that the collected data comprehensively reflects the true operating status of the gear train.

[0047] Because diesel engines generate severe vibrations during operation and are subject to electromagnetic interference at the front end, the directly acquired raw parameter signals contain a large amount of invalid noise, which can lead to deviations in control decisions. Therefore, this module performs filtering preprocessing on all acquired parameters. The preprocessing process uses continuous data smoothing to eliminate transient and anomalous signals, and trend analysis to retain the true variation patterns of the parameters, making the processed parameters more consistent with the actual operating conditions of the wheel system. The processed parameters are transmitted to the central control unit through a signal transmission link with strong anti-interference capabilities. During transmission, a signal verification mechanism is used to ensure that the parameters are not lost or distorted due to transmission distance or external interference, ensuring that the central control unit can obtain accurate operating condition data in real time.

[0048] As the decision-making core of the control system, the central control unit's design fully integrates the safety calculation results of the original gear train. Its built-in dynamic damping adjustment algorithm and energy management strategy are both optimized based on the transmission characteristics of the original gear train. The dynamic damping adjustment algorithm addresses the issues of easy wear and free-spinning of the multi-wedge belts in the original gear train by constructing an adaptation logic between operating conditions and damping forces. The energy management strategy addresses the pain point of significant energy loss in the original gear train by designing a closed-loop process for energy recovery and reuse. Together, they achieve the dual goals of transmission stability and energy efficiency.

[0049] The core working logic of the central control unit is to receive preprocessed parameters transmitted from the multi-parameter acquisition module, perform comprehensive analysis of the parameters through a built-in algorithm, and combine them with the transmission limit parameters determined by the safety calculation of the original gear train to generate damping force adjustment commands and energy cycle control commands that meet safety requirements and are suitable for the current working conditions. During command generation, the structural constraints of the original gear train are fully considered, such as the load-bearing limit of the multi-wedge belt 7 and the speed range of the transmission wheels, to ensure that the control actions do not exceed the safe operating boundaries of the original gear train.

[0050] The drive module is the key hub connecting the central control unit and the actuators. Its design goal is to achieve precise and rapid execution of control commands while adapting to the dynamic response requirements of the original wheel system. The drive module and the central control unit are connected through a stable signal line, using differential signal transmission to reduce external electromagnetic interference and ensure the accuracy of command transmission. The drive module and the electromagnetic control valve of the adjustable damping wheel 6 are directly driven, eliminating intermediate conversion links and shortening the response time of command execution.

[0051] The core working principle of the drive module is to convert the digital control signal output by the central control unit into an analog drive signal that can be recognized by the electromagnetic control valve. By precisely adjusting the amplitude and duration of the drive signal, the displacement of the valve core of the electromagnetic control valve is controlled, thereby changing the opening and closing degree of the guide channel. To address the differences in the rate of change of the gear train speed under different operating conditions, the drive module dynamically adjusts the action response speed of the electromagnetic control valve: when the gear train operating conditions are stable, a smooth response speed is adopted to avoid frequent fluctuations in damping force affecting transmission stability; when the gear train operating conditions change abruptly, the response speed is automatically increased to ensure that the damping force adapts to the change in operating conditions in a timely manner. This dynamic adjustment logic of the response speed, in conjunction with the elastic response characteristics of the automatic tensioning wheel 5 in the original gear train, further enhances the anti-interference capability of the gear train.

[0052] The energy recycling module was designed to address the problem of wasted excess kinetic energy in the original gear train. Its structural layout is fully adapted to the compact requirements of the original gear train, and the mechanical connection with the adjustable damping wheel 6 adopts a modular design, achieving energy recovery integration without significant modifications to the original gear train's installation structure. The mechanical connection between the energy recycling module and the adjustable damping wheel 6 uses a wear-resistant and impact-resistant transmission structure to ensure stable power transmission under high-speed and high-load conditions, while also possessing good buffering performance to prevent accelerated wear of the mechanical connection due to impact.

[0053] The energy recycling module establishes a bidirectional signal connection with the central control unit. This connection allows the module to receive energy recycling control commands from the central control unit and also to feed back its internal operating status parameters to the central control unit in real time. These parameters include energy recovery efficiency, remaining charge in the energy storage components, and temperature changes during energy conversion. The central control unit dynamically adjusts control commands based on these parameters to ensure both high efficiency and safety in the energy recycling process. The module's core functions encompass energy recovery, storage, monitoring, and on-demand release: the recovery process converts the mechanical energy generated by the adjustable damping wheel 6 (which suppresses idling) into storable energy; the storage process preserves the recovered energy using dedicated storage components, while also providing overcharge and over-discharge protection; the monitoring process tracks the energy status in real time, providing a basis for control decisions; and the release process converts the stored energy into mechanical energy to assist wheel transmission based on the power requirements of the wheel system, forming a complete energy closed loop.

[0054] Specifically, such as Figures 5 to 7 As shown, the multi-parameter acquisition module consists of six complementary acquisition components. Each acquisition component is designed for the acquisition needs of specific parameters, and its installation position is adapted to the component layout of the original gear train to ensure the accuracy and convenience of acquisition. These components are the speed acquisition component, load acquisition component, tension acquisition component, deviation acquisition component, power acquisition component, and temperature acquisition component.

[0055] The speed acquisition component is installed near the crankshaft pulley 2, a position that allows for the most direct capture of the power output speed of the gear train. The component obtains the real-time speed of the gear train by sensing the rotational frequency of the crankshaft pulley 2. Speed ​​fluctuation rate acquisition is based on speed data over a continuous time period. By analyzing the difference in speed between adjacent moments, the stability of the speed is determined. This acquisition method can promptly detect sudden changes in the gear train's speed, providing data support for identifying conditions such as rapid acceleration and deceleration. The sensing element of the acquisition component adopts a non-contact design to avoid wear caused by direct friction with the crankshaft pulley 2, meeting the original gear train's durability requirements.

[0056] The load acquisition component establishes a connection with the diesel engine's control bus, reads key status signals during diesel engine operation, and thus indirectly obtains the real-time load status of the diesel engine. Load status determination is based on relevant indicators of the diesel engine's power output; by comprehensively analyzing the changing trends of these indicators, the current load level of the diesel engine is determined. This indirect acquisition method eliminates the need for additional mechanical connection structures in the original gear train, avoiding any impact on the stability of the original gear train transmission, while also enabling rapid and accurate acquisition of load data.

[0057] The tension acquisition component is integrated inside the automatic tensioner 5 and works in conjunction with the elastic component of the automatic tensioner 5. It indirectly detects the real-time tension of the multi-ribbed belt 7 by sensing the degree of deformation of the elastic component. When the tension of the multi-ribbed belt 7 changes, it causes the elastic component of the automatic tensioner 5 to deform. The acquisition component captures the deformation signal and converts it into corresponding tension data. The integrated design makes full use of the existing structure of the automatic tensioner 5 in the original gear train and achieves real-time acquisition of tension parameters without occupying additional installation space, which is in line with the compact design concept of the original gear train.

[0058] The deviation acquisition components are paired with the transmission structures of critical accessories such as generators and water pumps. By sensing the rotational speed of each accessory's drive shaft, they obtain the actual operating speed of the accessory. By comparing and analyzing the actual speed of the accessory with the preset rated speed, the speed deviation of the accessory can be obtained. The acquisition of speed deviation can directly reflect the synchronization of the gear train transmission, promptly detect abnormal situations such as excessively fast or slow accessory speeds, and provide data support to ensure the normal operation of the auxiliary system.

[0059] The power acquisition component is directly linked to the energy storage component. By monitoring the voltage and current changes of the energy storage component in real time, it determines the remaining power level. The acquisition component not only obtains information on the percentage of remaining power but also monitors the charging and discharging status of the energy storage component, promptly detecting abnormalities such as overcharging and over-discharging, providing accurate data for the execution of energy management strategies.

[0060] The temperature acquisition component is embedded inside the cavity wall of the adjustable damping wheel 6, specifically for collecting the operating temperature of the adjustable damping wheel 6, with a focus on monitoring the temperature changes of the damping medium within the dual-chamber damping structure. The acquired temperature data reflects the operating status of the damping wheel, preventing performance degradation due to excessively high damping medium temperatures. It also provides a reference for the central control unit to adjust the damping regulation strategy, ensuring that the damping wheel always operates within a suitable temperature environment.

[0061] After receiving parameters from each acquisition component, the central control unit first executes a parameter validity judgment process. This process is based on the original safe operating parameter range of the gear train, presets reasonable ranges for each parameter, compares the acquired parameters with the reasonable ranges, and identifies and removes parameters that exceed the ranges as abnormal data. Abnormal data may arise from momentary malfunctions of the acquisition components or strong external interference. Removing this data prevents the central control unit from making erroneous control decisions and ensures the reliability of the control logic.

[0062] After the validity assessment is completed, the central control unit arbitrates parameters according to preset priorities. The priority settings fully reference the core design of the original gear train. The primary goal of the original gear train is to ensure transmission safety and stable operation of accessories. Therefore, the priority of parameter arbitration follows the principle of transmission safety taking precedence over accessory stability, and accessory stability taking precedence over energy recovery. When control requirements corresponding to different parameters conflict, the central control unit will prioritize satisfying the functional requirements corresponding to the higher-priority parameters. For example, when the tension of the multi-ribbed belt 7 is too low and conflicts with the energy recovery requirement, the damping force will be adjusted first to ensure that the tension of the multi-ribbed belt 7 returns to normal before considering the energy recovery function, ensuring that the core transmission function of the gear train is not affected.

[0063] After parameter arbitration, the central control unit, combined with its built-in dynamic damping adjustment algorithm and energy management strategy, generates targeted wheel system control commands. The execution of these commands directly affects the drive module and energy circulation module, achieving precise control of the wheel system's operating conditions. Throughout this process, the central control unit's computational logic is deeply integrated with the original wheel system's safety calculation results, ensuring that all control actions meet the wheel system's safety requirements. This achieves both intelligent control and maintains the high reliability of the original wheel system.

[0064] Specifically, such as Figures 5 to 7 As shown, the dynamic damping adjustment algorithm is an intelligent computing logic designed based on the transmission characteristics and operating conditions of the original diesel engine front-end gear train. Its core objective is to solve problems such as multi-ribbed belt idling, excessive wear, and energy waste in the original gear train through precise sensing and dynamic control, while retaining the advantages of the original gear train's compactness and reliability. The algorithm's execution process follows a closed-loop logic of sensing, judgment, calculation, and correction, specifically including the following key steps: The central control unit first receives preprocessed parameters from the multi-parameter acquisition module. These parameters, after filtering and noise reduction, accurately reflect the operating status of the gear train. The algorithm uses the real-time speed of the gear train and the load status of the diesel engine as the core basis for operating condition identification. This is because these two parameters directly determine the power demand and transmission pressure of the gear train, and are the most intuitive manifestation of the diesel engine's operating status. The essence of operating condition identification is to classify and adapt the complex operating scenarios of the diesel engine to ensure that subsequent control is more targeted. The classified operating conditions include idling, rated operating conditions, high-speed light-load operating conditions, heavy-load operating conditions, and rapid acceleration and deceleration operating conditions.

[0065] Idle operating conditions correspond to the diesel engine starting or low-load operation phase. At this time, the gear train speed is low, and the core requirement is to ensure the smooth starting of accessories such as generators and water pumps, and to avoid excessive damping force increasing starting resistance. Rated operating conditions are the most commonly used operating states of diesel engines, with relatively stable speed and load. The requirement is to balance transmission stability and energy recovery efficiency. High-speed light-load operating conditions often occur when the diesel engine is running at high speed and the load is small. The gear train speed exceeds the required range, and the risk of idling increases significantly. The core requirement is to suppress idling and recover excess energy. Heavy-load operating conditions correspond to the high-load output phase of the diesel engine, with urgent power demand. The core requirement is to reduce the obstruction of power transmission by damping force and ensure stable accessory speeds. Rapid acceleration and rapid deceleration operating conditions are scenarios of sudden changes in operating conditions, with drastic speed fluctuations. The core requirement is to avoid vibration or slippage of the multi-ribbed belt due to impact.

[0066] After the operating condition is identified, the central control unit allocates weights to each collected parameter according to preset rules. Core parameters are those that play a decisive role in meeting the core requirements of the current operating condition, while auxiliary parameters serve to supplement and optimize. The essence of weight allocation is to direct control resources towards key needs. The weight allocation result is not fixed but dynamically adjusted according to the operating condition, and its preset rules stem from targeted solutions to the pain points of the original wheel system. For example, in idling conditions, the tension of the multi-ribbed belt and the wheel speed directly affect accessory starting; therefore, these two parameters become core parameters with a higher weight. In high-speed, light-load conditions, the wheel speed and the energy storage module's charge level determine the idling suppression effect and energy recovery efficiency; therefore, these two parameters become core parameters. Parameters such as temperature and charge level serve as auxiliary parameters in some operating conditions, only affecting the control logic when the core parameters meet the requirements. This dynamic allocation method ensures the algorithm's adaptability to different operating conditions and avoids control imbalances caused by a single weight allocation.

[0067] After the weight allocation is completed, the central control unit calculates the target damping force under the current operating condition based on the allocation results and the damping characteristics of the dual-chamber damping structure through a nonlinear mapping relationship. The damping characteristics of the dual-chamber damping structure are mainly reflected in the correspondence between the flow resistance of the damping medium and the flow area of ​​the guide channel. The smaller the flow area, the greater the flow resistance of the medium and the stronger the damping force, and vice versa. The core reason for choosing a nonlinear mapping relationship is that the change in the wheel system operating condition and the demand for damping force are not linearly related. For example, in high-speed light-load operating conditions, after the wheel system speed exceeds the rated value, the rate of increase in the risk of idling is much faster than the rate of increase in speed. If a linear mapping is used, the increase in damping force will not be able to suppress idling in time. However, a nonlinear mapping allows the damping force to be dynamically adjusted according to the rate of change of parameters. The higher the speed, the faster the rate of increase in damping force, thereby achieving precise suppression. During the calculation process, the central control unit combines the weight values ​​of each parameter with the actual values ​​of the parameters, and then converts them into the corresponding flow area requirements of the flow channel according to the characteristic curve of the dual-chamber damping structure, thereby determining the target damping force to ensure that the damping force meets the current working conditions without exceeding the bearing limit of the dual-chamber structure.

[0068] Because the operating parameters of the wheel system fluctuate continuously with the diesel engine's working state during operation, the target damping force calculated at a single moment cannot adapt to dynamically changing scenarios. Therefore, the multi-parameter acquisition module continuously collects the wheel system's operating parameters at a fixed frequency, and the central control unit continuously compares the real-time collected parameters with preset thresholds. The preset thresholds are determined based on the original wheel system's safe operating range and optimal transmission range, covering core indicators such as the safe range of the multi-wedge belt 7 tension, the allowable deviation of accessory speeds, and the reasonable range of wheel system speeds. When the actual parameters deviate from the preset thresholds, the central control unit will correct the target damping force in real time according to the direction and magnitude of the deviation: if the multi-wedge belt 7 tension is lower than the safe threshold, it indicates a risk of slippage, and the damping force will be appropriately reduced; if the accessory speed deviation exceeds the allowable range, the damping force will be adjusted accordingly to compensate for the speed; if the energy storage module is fully charged, the damping force growth rate under high-speed, light-load conditions will be reduced to avoid excessive recovery. During the correction process, the central control unit will strictly follow the priority of parameter arbitration, prioritizing transmission safety and accessory stability, and then optimizing energy recovery efficiency to ensure that the gear train operation always meets the preset requirements and avoid transmission instability caused by improper correction.

[0069] Specifically, such as Figures 5 to 7 As shown, the nonlinear mapping relationship in the dynamic damping adjustment algorithm is not a single fixed function form, but a differentiated mapping logic designed for the core requirements of different working conditions. Each mapping relationship precisely matches the parameter variation law and gear train requirements of the corresponding working condition, as detailed below: When idling, the diesel engine is just starting or operating at low load. Accessories such as the generator and water pump need to overcome initial resistance to start. At this time, the core requirement of the gear train is to minimize the damping force that hinders the starting process, while preventing slippage of the multi-ribbed belt 7 due to insufficient tension. Therefore, this operating condition uses the tension of the multi-ribbed belt 7 and the gear train speed as core parameters, and minimizes the target damping force through a nonlinear function. The design logic of this nonlinear function is that when the tension of the multi-ribbed belt 7 approaches the lower safety limit or the gear train speed is low, the rate of decrease in damping force will accelerate, ensuring that the accessories can start easily. When the tension returns to the safe range and the speed stabilizes, the damping force remains at the lowest reasonable value, neither affecting the starting process nor hindering slippage. This precise design compensates for the original gear train's inability to adjust damping during the starting phase.

[0070] Under rated operating conditions, the diesel engine speed and load are relatively stable, and the gear train transmission pressure is moderate. The core requirement is to maximize energy recovery efficiency while ensuring transmission stability, achieving a balance between these two objectives. Therefore, this operating condition uses gear train speed, load status, and accessory speed deviation as core parameters, and determines the target damping force through multi-parameter coupled nonlinear calculations. The essence of multi-parameter coupled calculation is to comprehensively consider the changing trends of each core parameter. When the gear train speed is slightly higher than the rated value and the load is stable, the damping force is appropriately increased to recover energy; when the load increases slightly, the damping force is moderately reduced to reduce power loss; when there is a slight deviation in accessory speed, the damping force is fine-tuned to ensure synchronous transmission. The coupling logic avoids the disadvantages caused by single-parameter control, allowing transmission stability and energy recovery efficiency to form a dynamic balance. It not only continues the stable transmission advantage under the original gear train rated operating conditions but also adds energy recovery functionality.

[0071] Under high-speed, light-load conditions, the gear train speed far exceeds the rated range, while the diesel engine load is relatively small. The power output from the crankshaft exceeds the gear train's transmission requirements, making it prone to relative slippage between the multi-ribbed belt 7 and the drive pulley. This results in energy waste and exacerbates belt wear. Therefore, this design uses gear train speed and the energy storage module's charge level as core parameters, increasing the target damping force through a gradient-increasing nonlinear function. The design logic of this function is that the damping force increases gradually with each increase in gear train speed, creating a gradient-increasing effect. When the speed just exceeds the rated value, the damping force increases slightly, initially suppressing idling; as the speed continues to increase, the damping force increases at a faster rate, quickly curbing the idling trend. Simultaneously, the energy storage module's charge level affects the gradient increase: when the charge is insufficient, the increase is greater, maximizing energy recovery; when the charge is sufficient, the increase slows down, avoiding excessive recovery leading to energy waste or belt overload. This design specifically addresses the pain points of idling and energy waste in the original gear train under high-speed, light-load conditions.

[0072] Under heavy load conditions, the diesel engine needs to output a large amount of power to meet high load demands. The core requirement of the wheel system is to reduce the obstruction of power transmission by damping force, ensuring that accessories such as generators and water pumps can receive sufficient power to maintain their rated speed. Therefore, this design uses the diesel engine load and accessory speed deviation as core parameters, and reduces the target damping force through a rapidly decreasing nonlinear function. The design logic of this function is that as the diesel engine load increases by a certain amount, the rate of decrease in damping force will accelerate; the greater the load, the lower the damping force, minimizing power loss. When the accessory speed deviates too low, the damping force will decrease even more rapidly, coordinating with auxiliary transmission components to compensate for power in a timely manner, preventing accessories from malfunctioning due to insufficient power. This design complements the shortcomings of the original wheel system's insufficient power transmission efficiency under heavy load conditions, ensuring transmission reliability under heavy loads.

[0073] During rapid acceleration and deceleration, the gear train's speed changes drastically within a short period. The multi-ribbed belt 7 may tighten or loosen due to sudden power changes, making it susceptible to shocks, vibrations, slippage, or even damage. Therefore, this system uses the speed fluctuation rate and the tension of the multi-ribbed belt 7 as core parameters, adjusting the target damping force through a progressively increasing and decreasing nonlinear function. During rapid acceleration, the speed fluctuation rate is positive, and the multi-ribbed belt 7 tends to tighten. The damping force increases progressively with the increase in fluctuation rate, gradually offsetting the impact of sudden power changes and preventing damage to the multi-ribbed belt 7 due to instantaneous tightening. During rapid deceleration, the speed fluctuation rate is negative, and the multi-ribbed belt 7 tends to loosen. The damping force decreases progressively with the increase in the absolute value of the fluctuation rate, slowly releasing tension and preventing slippage caused by instantaneous loosening of the multi-ribbed belt 7. This progressive adjustment logic synergizes with the elastic buffering function of the automatic tensioner 5 in the original gear train, further enhancing the gear train's ability to cope with sudden changes in operating conditions.

[0074] Since the switching between operating conditions is not instantaneous but involves a transition process, directly switching the damping force calculation logic would cause a sudden change in the damping force, leading to severe tension fluctuations in the multi-wedge belt and affecting transmission stability. Therefore, a transition interval is specifically set between adjacent operating conditions. The range of the transition interval is determined based on the speed and load threshold identified by the operating condition, covering the parameter fluctuation range during the operating condition switch. Within the transition interval, the target damping force is calculated using an S-shaped weighted interpolation algorithm. The core of this algorithm is to make the interpolation coefficients change smoothly with the operating condition transition in an S-shaped curve. In the initial stage of the operating condition switch, the interpolation coefficients focus on the calculation logic of the previous operating condition, and the target damping force is mainly based on the parameters of the previous operating condition. In the middle stage of the transition, the interpolation coefficients gradually tilt towards the new operating condition, and the target damping force transitions slowly. In the later stage of the transition, the interpolation coefficients are fully adapted to the new operating condition, and the target damping force switches to the calculation result of the new operating condition. The smooth transition method avoids the sudden change in damping force caused by linear interpolation, keeps the tension fluctuation of the multi-wedge belt 7 within a very small range, ensures the continuity and stability of the gear train transmission during the switching of working conditions, and forms a deep fit with the compact transmission design of the original gear train.

[0075] Specifically, such as Figures 5 to 7 As shown, the dynamic damping adjustment algorithm and the energy management strategy are not two independent logics, but rather form a deeply collaborative control system under the unified scheduling of the central control unit. The core idea of ​​this collaborative design is to ensure that energy circulation always serves the stability of the wheel train transmission, while simultaneously creating optimal conditions for energy recovery and release through damping adjustment. This approach neither compromises the original compact and reliable transmission foundation of the wheel train nor undermines energy utilization efficiency. The two support each other and dynamically adapt to each other, jointly achieving the dual goals of stable wheel train transmission and energy-saving recovery. The specific collaborative execution logic is as follows: During the real-time correction of the target damping force, the central control unit simultaneously and continuously determines the triggering conditions for energy cycling. This parallel determination mechanism ensures that the energy cycling action precisely matches the working conditions of the gear train, avoiding conflicts with transmission requirements. The core basis for the determination is first and foremost the transmission safety status of the gear train, namely whether the tension of the multi-ribbed belt is within the preset safety range and whether the speed deviation of the accessories is controlled within the allowable range. The setting of these two conditions directly continues the original gear train's core requirements for transmission reliability. Only when transmission safety is fully guaranteed can the basis for initiating energy cycling be established.

[0076] Based on this, the central control unit will further determine whether there is excess kinetic energy in the gear train. The criterion for judging excess kinetic energy is whether the real-time speed of the gear train exceeds the reasonable demand range under the current diesel engine load. When the speed is significantly higher than the demand and the load is low, it means that the power output by the crankshaft is not fully utilized, and some kinetic energy will be converted into losses due to the idling of the multi-ribbed belt. At this time, starting energy recovery will not affect the normal transmission of the gear train, and can convert the wasted kinetic energy into usable energy.

[0077] When all the above conditions are met, the central control unit generates an energy recovery command. This command first acts on the clutch mechanism of the energy recycling module. The core function of the clutch mechanism is to achieve the mechanical connection and disconnection between the energy harvesting component and the drive shaft of the adjustable damping wheel 6. The engagement process is smooth and shock-free, avoiding instantaneous interference to the gear train transmission. After the clutch mechanism engages, the central control unit activates the energy harvesting component. The mechanical energy generated by the adjustable damping wheel 6 in suppressing the idling of the multi-wedge belt 7 is transmitted to the energy harvesting component through the drive shaft. This component converts the mechanical energy into electrical energy, which is then stored in the energy storage component after voltage stabilization and rectification. Throughout the recovery process, the workload of the energy harvesting component is dynamically adjusted according to the damping force of the adjustable damping wheel 6 to ensure that the energy conversion efficiency matches the damping suppression effect. This ensures that the idling suppression is not affected, while maximizing the recovery of excess kinetic energy and compensating for the deficiency that the excess kinetic energy of the original gear train cannot be utilized.

[0078] When the central control unit determines that the gear train speed is lower than the preset threshold corresponding to the current operating condition, or the diesel engine load is higher than the preset threshold, it means that the gear train transmission faces the risk of insufficient power. Too low a speed will cause accessories such as the generator and water pump to be unable to maintain their rated operating state, while too high a load will cause a sharp increase in crankshaft power output pressure, and may even affect the overall operating efficiency of the diesel engine. At this time, the central control unit will first assess the remaining power of the energy storage components. If the remaining power is sufficient to meet the needs of the auxiliary drive, it will generate an auxiliary drive command.

[0079] The command also first controls the clutch mechanism of the energy circulation module to engage, but this time it engages the mechanical connection between the auxiliary transmission component and the drive shaft of the adjustable damping wheel 6. The clutch switching process is quick and smooth, without interrupting the continuous transmission of the gear train. Subsequently, the central control unit activates the auxiliary transmission component, releasing the electrical energy stored in the energy storage component and transmitting it to the auxiliary transmission component. This component converts the electrical energy into mechanical energy adapted to the speed of the gear train, driving the adjustable damping wheel 6 to rotate synchronously through the drive shaft, providing additional auxiliary power to the gear train. The output power of the auxiliary power is dynamically adjusted according to the power gap of the gear train, perfectly compensating for the insufficient output of the crankshaft. This ensures stable accessory speeds while reducing the power output load on the crankshaft, precisely complementing the insufficient power transmission efficiency of the original gear train under heavy loads.

[0080] During energy recovery or auxiliary transmission, the central control unit will activate the dynamic damping adjustment algorithm in real time to adjust the target damping force according to the energy flow state, forming a closed-loop linkage of energy action and damping adaptation. In the energy recovery phase, the core function of the damping force is to suppress idling and provide a power source for energy harvesting. Therefore, the central control unit will make fine adjustments based on the original target damping force. If the conversion efficiency of the energy harvesting component is low, the damping force will be appropriately increased to increase the mechanical energy input; if the tension of the multi-wedge belt 7 tends to approach the safety lower limit, the damping force will be appropriately reduced to ensure that the transmission safety is not affected.

[0081] In the auxiliary transmission phase, the core function of damping force is to reduce the loss of auxiliary power. Therefore, the central control unit actively reduces the target damping force to decrease the resistance when the auxiliary transmission components drive the adjustable damping wheel 6 to rotate, allowing the auxiliary power to be transmitted to the multi-wedge belt 7 more efficiently and avoiding waste of auxiliary energy due to excessive damping. The linkage adjustment mechanism ensures that the energy circulation action and the damping adjustment logic are always synchronized, and the energy flow will not interfere with the stability of the gear train transmission. At the same time, the damping adjustment can create better conditions for energy circulation, achieving a dynamic balance between the two.

[0082] During collaborative execution, the central control unit always prioritizes transmission safety, monitoring changes in the tension of the multi-wedge belt 7 and the speed of the accessories in real time through a multi-parameter acquisition module. If the tension of the multi-wedge belt 7 exceeds the preset safety range—whether below the slippage threshold or above the breakage threshold—or if the accessory speed deviation exceeds the allowable range and shows a continuing trend of increase, the central control unit will immediately generate a stop command, terminating the currently ongoing energy recovery or auxiliary transmission operation.

[0083] Simultaneously, the command controls the clutch mechanism to quickly disengage, severing the mechanical connection between the energy harvesting component or auxiliary transmission component and the drive shaft of the adjustable damping wheel 6, preventing the energy recycling action from continuing to affect the gear train's state. Subsequently, the central control unit concentrates all its computational resources on damping force adjustment, rapidly adjusting the target damping force to bring the tension of the multi-ribbed belt 7 and the accessory speed back to a safe range as quickly as possible. Only after the gear train's transmission state has stabilized again will the central control unit reassess the feasibility of energy recycling. If the conditions are met, the relevant actions will be restarted, ensuring that the intelligent energy recycling function does not sacrifice transmission safety.

[0084] The foregoing has illustrated and described the basic features, principles, and advantages of the present invention. It should be noted that the present invention is not limited to the above embodiments, but only to some embodiments. Any improvements and additions made without departing from the spirit and scope of the present invention are considered to be within the scope of protection of the present invention.

Claims

1. A diesel engine front-end wheel train structure with multi-parameter constrained dynamic damping adjustment, characterized in that, The system includes an idler pulley (1), a crankshaft pulley (2), a generator drive pulley (3), a water pump drive pulley (4), an automatic tensioner pulley (5), an adjustable damping pulley (6), and a multi-ribbed belt (7). The idler pulley (1), crankshaft pulley (2), generator drive pulley (3), water pump drive pulley (4), automatic tensioner pulley (5), and adjustable damping pulley (6) are detachably connected to the front cover plate, crankcase, and generator bracket by bolts. The center distance of each gear train component is determined by gear train safety calculation. The torque is transmitted synchronously through the multi-ribbed belt (7). The adjustable damping pulley (6) is a collection of... The structure is composed of a double-chamber damping structure and an electromagnetic control valve. The double-chamber damping structure is filled with damping medium. The two chambers are symmetrically distributed along the axis of the adjustable damping wheel (6) and connected through a flow channel. The electromagnetic control valve is installed in the middle of the flow channel to adjust the flow area of ​​the flow channel. The automatic tensioning wheel (5) is arranged between the generator drive wheel (3) and the crankshaft pulley (2) to adjust the tension of the multi-wedge belt (7) in real time. The idler wheel (1) is set on the non-force-bearing side of the multi-wedge belt (7) to optimize the transmission angle of the multi-wedge belt (7).

2. The diesel engine front-end wheel train structure with multi-parameter constrained dynamic damping adjustment according to claim 1, characterized in that, The adjustable damping wheel (6) has threaded holes evenly distributed in the circumferential direction on the outer ring end face. The threaded holes are used to install additional transmission components or condition monitoring components. The outer ring friction layer has an annular heat dissipation groove on its outer circular surface. The heat dissipation groove extends along the axial direction of the adjustable damping wheel (6) and is correspondingly set to the outer side wall of the dual-chamber damping structure.

3. The diesel engine front-end wheel train structure with multi-parameter constrained dynamic damping adjustment according to claim 1, characterized in that, The crankshaft pulley (2) has an annular rubber layer pressed into the middle of its wheel body along the circumference. The transmission groove of the crankshaft pulley (2) has track grooves on both sides that are adapted to the sides of the multi-wedge belt (7). The groove wall of the track groove is an arc-shaped transition surface. The flow channel adopts a gradual throttling hole structure, and its inlet end hole diameter is smaller than its outlet end hole diameter. The valve core of the electromagnetic control valve is sealed to the hole wall of the flow channel. The inner ring of the adjustable damping wheel (6) is connected to the transmission shaft through a conical spline. The tooth surface of the conical spline is provided with a lubrication groove.

4. The diesel engine front-end wheel train structure with multi-parameter constrained dynamic damping adjustment according to claim 1, characterized in that, The cavity wall of the dual-chamber damping structure is made of thermally conductive alloy material, and a heat insulation layer is attached to the outside of the cavity wall. The adjustable damping wheel (6) has end caps at both ends. The axial thickness and mounting hole position of the adjustable damping wheel (6) are consistent with the original transmission belt pulley. The outer diameter, number of grooves and groove depth of the adjustable damping wheel (6) are adapted to the multi-wedge belt (7) to ensure that the gear train transmission ratio remains unchanged.

5. A diesel engine front-end wheel train structure control system with multi-parameter constrained dynamic damping adjustment, applicable to the diesel engine front-end wheel train structure with multi-parameter constrained dynamic damping adjustment as described in any one of claims 1 to 4, characterized in that, It includes a multi-parameter acquisition module, a central control unit, a drive module, and an energy circulation module; The multi-parameter acquisition module is used to acquire gear train operating status parameters and environmental related parameters, and transmits the acquired parameters to the central control unit after filtering and preprocessing. The central control unit has a built-in dynamic damping adjustment algorithm and energy management strategy, which is used to generate damping force adjustment instructions and energy cycle control instructions based on the pre-processed parameters; the drive module is signal-connected to the central control unit and is driven by the electromagnetic control valve of the adjustable damping wheel (6), which is used to respond to the damping force adjustment instructions and control the opening and closing degree and action response speed of the electromagnetic control valve. The energy circulation module is mechanically connected to the adjustable damping wheel (6) and bidirectionally connected to the central control unit to respond to energy circulation control commands and complete energy recovery, storage, monitoring and release on demand.

6. A diesel engine front-end wheel train structure control system with multi-parameter constrained dynamic damping adjustment according to claim 5, characterized in that, The multi-parameter acquisition module includes a speed acquisition component, a load acquisition component, a tension acquisition component, a deviation acquisition component, a power acquisition component, and a temperature acquisition component. The speed acquisition component is used to acquire the real-time speed and speed fluctuation rate of the gear train. The load acquisition component is used to acquire the real-time load status of the diesel engine. The tension acquisition component is used to detect the real-time tension of the multi-wedge belt (7). The deviation acquisition component is used to acquire the speed deviation of accessories such as generators and water pumps. The power acquisition component is used to monitor the remaining power of the energy storage module. The temperature acquisition component is used to detect the working temperature of the adjustable damping wheel (6). The central control unit judges the validity of the acquired parameters, removes abnormal data, arbitrates the parameters according to the preset priority, and controls the gear train according to the arbitration result.

7. A diesel engine front-end wheel train structure control system with multi-parameter constrained dynamic damping adjustment according to claim 5, characterized in that, The dynamic damping adjustment algorithm includes the following steps: The central control unit receives preprocessed parameters transmitted by the multi-parameter acquisition module. Based on the real-time speed of the wheel system and the load status of the diesel engine, it identifies the current operating condition, which includes idling, rated operation, high-speed light-load operation, heavy-load operation, and rapid acceleration and deceleration. According to the identified operating condition type, the central control unit assigns weights to each acquired parameter according to preset rules, with core parameters having higher weights than auxiliary parameters. The weight allocation result is dynamically adjusted according to the operating condition. Based on the parameter weight allocation result and combined with the damping characteristics of the dual-chamber damping structure, the central control unit calculates the target damping force under the current operating condition through a nonlinear mapping relationship. The multi-parameter acquisition module continuously acquires the wheel system operating parameters. The central control unit compares the actual parameters with preset thresholds and corrects the target damping force in real time to ensure that the wheel system operating state meets the preset requirements.

8. A diesel engine front-end wheel train structure control system with multi-parameter constrained dynamic damping adjustment according to claim 7, characterized in that, The dynamic damping adjustment algorithm also includes the nonlinear mapping relationship, which includes, when in idling condition, using the tension of the multi-wedge belt (7) and the speed of the wheel system as core parameters, minimizing the target damping force through a nonlinear function to avoid excessive damping affecting the start of the accessory; When under rated operating conditions, the gear train speed, load status, and accessory speed deviation are used as core parameters. Through multi-parameter coupled nonlinear calculation, the transmission stability and energy recovery efficiency are balanced. When under high-speed light-load operating conditions, the gear train speed and energy storage module charge are used as core parameters. Through a gradient-increasing nonlinear function, the target damping force is increased to suppress the idling of the multi-wedge belt (7). When under heavy-load operating conditions, the diesel engine load and accessory speed deviation are used as core parameters. Through a rapidly decreasing nonlinear function, the target damping force is reduced. When under rapid acceleration and rapid deceleration operating conditions, the speed fluctuation rate and multi-wedge belt (7) tension are used as core parameters. Through a progressively increasing and decreasing nonlinear function, the target damping force is adjusted to avoid impact from the multi-wedge belt (7). In the transition range, the target damping force is calculated through an S-shaped weighted interpolation algorithm to achieve smooth switching of damping force between adjacent operating conditions and avoid sudden changes in damping force during operating condition switching.

9. A diesel engine front-end wheel train structure control system with multi-parameter constrained dynamic damping adjustment according to claim 5, characterized in that, The dynamic damping adjustment algorithm is executed in conjunction with the energy management strategy, including: During the dynamic correction process, if the central control unit determines that the tension of the multi-wedge belt (7) and the speed of the accessory meet the preset safety conditions and there is excess kinetic energy in the wheel system, it generates an energy recovery command, controls the clutch structure of the energy circulation module to engage, and starts the energy collection component to recover excess kinetic energy and store it in the energy storage component; if it determines that the speed of the wheel system is lower than the preset threshold or the load of the diesel engine is higher than the preset threshold and the remaining power of the energy storage component meets the requirements, it generates an auxiliary transmission command, controls the clutch structure to engage, and starts the auxiliary transmission component to release the stored energy and provide auxiliary power to the wheel system; during the energy recovery and auxiliary transmission process, the central control unit links the dynamic damping adjustment algorithm in real time to adjust the target damping force to adapt to the energy flow state and ensure that the energy circulation action does not affect the stability of the wheel system transmission; when the tension of the multi-wedge belt (7) or the speed of the accessory exceeds the preset safety range, the energy circulation action is stopped immediately and the damping force adjustment is performed first.

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