Automobile flywheel dynamic vibration test bench

Abstract

The utility model provides automobile flywheel dynamic vibration test bench belongs to experimental equipment technical field for solving the technical problem that normal temperature test environment and flywheel actual working condition seriously deviate, is used for carrying out damping test to flywheel, and flywheel includes main flywheel, deputy flywheel and the damping structure connected between two, test bench includes: base, drive motor, driving shaft, flywheel, temperature control box, driven shaft and measure work motor, drive motor and measure work motor all install in base, and drive motor and measure work motor coaxial opposite setting, driving shaft one end is connected with the output shaft of drive motor, and the other end is fixedly connected with the main flywheel of flywheel, driven shaft one end is connected with the output shaft of measure work motor, and the other end is fixedly connected with the deputy flywheel of flywheel, temperature control box covers flywheel, and heating assembly and temperature measuring assembly are arranged in temperature control box. It has the technical effect that the actual working temperature environment of flywheel is simulated truly, and the reliability of test data is improved.

Description

Technical Field

[0001] This utility model relates to the field of experimental equipment technology, specifically to a dynamic vibration test bench for automobile flywheels. Background Technology

[0002] The flywheel is a key rotating component in an engine system, typically mounted at the crankshaft output. Its primary function is to store and release rotational kinetic energy, effectively balancing the inherent speed fluctuations during the engine's operating cycle, thereby significantly improving the smoothness of power transmission. To accurately assess the flywheel's performance limits and potential failure modes, and to provide a basis for optimized design, a dynamic vibration test bench must be used to simulate the complex load spectrum it experiences during actual operation in a laboratory environment, allowing for the testing and analysis of the flywheel's dynamic characteristics.

[0003] However, currently widely used flywheel dynamic vibration testing platforms generally have a significant limitation: their testing environment is usually set at room temperature. This differs greatly from the actual working environment of the flywheel inside the engine compartment. During engine operation, the flywheel is in a significantly elevated temperature field due to its proximity to the combustion chamber, frictional heat generation, and environmental factors. This continuous high-temperature environment affects the microstructure, mechanical properties, and damping characteristics of the flywheel material. It fails to reflect the coupling effect of temperature factors and dynamic mechanical loads, leading to systematic deviations in the measured flywheel vibration response characteristics and fatigue life results compared to the actual performance of the flywheel under real high-temperature conditions. Utility Model Content

[0004] To address the shortcomings of existing technologies, this utility model proposes a dynamic vibration test bench for automobile flywheels, which solves the technical problem of a significant deviation between the ambient temperature test environment and the actual working conditions of the flywheel.

[0005] The technical solution adopted in this utility model is: a dynamic vibration test bench for automobile flywheels, used to conduct vibration reduction tests on flywheels. The flywheel includes a main flywheel, a secondary flywheel, and a vibration reduction structure connecting the two. The test bench includes: a base, a drive motor, a drive shaft, a flywheel, a temperature control box, a driven shaft, and a measuring motor. Both the drive motor and the measuring motor are mounted on the base and are coaxially opposite each other. One end of the drive shaft is connected to the output shaft of the drive motor, and the other end is fixedly connected to the main flywheel of the flywheel. One end of the driven shaft is connected to the output shaft of the measuring motor, and the other end is fixedly connected to the auxiliary flywheel of the flywheel. The temperature control box covers the flywheel, and a heating component and a temperature measuring component are provided inside the temperature control box.

[0006] Optionally, the drive shaft and / or the driven shaft are provided with a support seat with bearing engagement at one end near the flywheel; the end of the drive shaft and the driven shaft is provided with a flywheel mounting plate, each flywheel mounting plate is fixedly connected to the corresponding shaft facing the motor end, and the other end is respectively attached to and fixedly connected to the disc surface of the main flywheel and the auxiliary flywheel; the bottom of the temperature control box is connected to the base, and the side is provided with a notch that engages with the support seat.

[0007] Optionally, the heating assembly includes a heating element and a heating excitation coil. The heating element has a hole in its center, and a push rod is fixedly fitted inside the hole. A heat insulation pad is provided between the outer surface of the push rod and the inner surface of the hole in the heating element. The heating element is located inside the temperature control box, with its tail end facing the flywheel disk surface. The push rod is located at the other end of the heating element and slides through the temperature control box. The sliding position is controlled by a position adjustment mechanism. The heating excitation coil is also located inside the temperature control box, and the heating element is located inside the heating excitation coil.

[0008] Optionally, the position adjustment mechanism includes a threaded hole in the temperature control box body and an external thread in the push rod, which are threadedly engaged, and the distance between the tail end of the heating element and the flywheel is adjusted by turning the push rod; or, the position adjustment mechanism includes an internal threaded cap rotatably connected to the temperature control box body and an external thread in the push rod, which are threadedly engaged, and the distance between the tail end of the heating element and the flywheel is adjusted by turning the threaded cap.

[0009] Optionally, the temperature measuring component is disposed in the hole at the tail end of the heating element, the temperature measuring component uses a non-contact temperature sensor, and a heat insulation pad is also provided between the temperature measuring component and the hole wall of the heating element.

[0010] Optionally, a heat insulation film is provided on the inner surface of the temperature control box and the bottom of the covered area.

[0011] Optionally, the heat insulation film includes a heat insulation layer and a reflective layer, with the heat insulation layer attached to the inside of the temperature control box and the reflective layer facing the inside of the temperature control box.

[0012] Optionally, the heat insulation layer is made of pearl cotton or glass wool; the reflective layer is made of aluminum foil or tin foil.

[0013] Optionally, the temperature control box is provided with heating elements on both sides along the axial direction of the drive shaft.

[0014] Optionally, the bottom edge of the temperature control box is provided with a magnetic strip, and the top surface of the base is made of iron.

[0015] As can be seen from the above technical solution, the beneficial technical effects of this utility model are as follows: By incorporating a temperature-controlled box that covers the flywheel and its built-in heating and temperature measurement components, this approach overcomes the limitation of existing test benches that only test at room temperature, enabling a more accurate simulation of the actual operating temperature environment of the flywheel within the engine compartment. This technical solution effectively addresses the fundamental problem of the significant deviation between the room-temperature testing environment and the actual high-temperature operating conditions of the flywheel. It allows for a true reflection of the comprehensive impact of temperature factors on the dynamic response characteristics of the flywheel while applying dynamic vibration loads, significantly improving the reliability and accuracy of vibration test data. This provides a more scientific and realistic test basis for accurately evaluating the flywheel's vibration reduction performance, fatigue life, and optimized design under actual operating conditions. Attached Figure Description

[0016] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, the elements or parts are not necessarily drawn to scale.

[0017] Figure 1 This is a schematic diagram of the overall device.

[0018] Figure 2 This is a schematic diagram showing the flywheel and temperature control box separated from the overall device.

[0019] Figure 3 This is a front view diagram without the temperature control box installed.

[0020] Figure 4 This is a diagram showing the interior of the temperature control box from below.

[0021] Figure 5 This is a cross-sectional diagram of the temperature control box and flywheel area.

[0022] Reference numerals: Main flywheel 11, secondary flywheel 12, base 2, support base 21, drive motor 3, drive shaft 4, temperature control box 5, heating element 51, push rod 511, non-contact temperature sensor 512, threaded cap 52, heating excitation coil 53, driven shaft 6, measuring motor 7, flywheel mounting plate 8. Detailed Implementation

[0023] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings. These embodiments are merely illustrative of the present invention and should not be construed as limiting the scope of protection of the present invention.

[0024] It should be noted that, unless otherwise stated, the technical or scientific terms used in this application shall have the ordinary meaning as understood by one of ordinary skill in the art to which this utility model pertains.

[0025] For an automotive flywheel dynamic vibration test bench, please refer to the attached document. Figures 1-3 One possible implementation is as follows, used for vibration reduction testing of a flywheel (specifically a dual-mass flywheel, or DMF torsional vibration damper). The flywheel includes a main flywheel 11, an auxiliary flywheel 12, and a damping structure connecting the two. The flywheel is existing technology and not an improvement feature of this solution. There are many types of automotive flywheels, with various designs and installation arrangements, but generally, dual-mass flywheels are structurally similar. It mainly consists of three parts: the main flywheel, the auxiliary flywheel, and the damper. The main flywheel is connected to the engine crankshaft; the clutch is connected to the auxiliary flywheel; and several damping mechanisms are installed between the main and auxiliary flywheels. To solve the vibration reduction problem, the dual-mass torsional vibration damper works by dividing the original flywheel into two different parts. One part is located on the original engine side, functioning the same as the original single-mass flywheel for starting and transmitting output torque; this part is the aforementioned main flywheel. The other part is located on the transmission side of the vehicle's driveshaft system, increasing the transmission's rotational inertia; this part is the aforementioned auxiliary flywheel. A ring-shaped oil chamber is formed between the two flywheels, and a damping spring is placed in the middle of this oil chamber. The two flywheels form a single flywheel through this damping spring. Because the secondary flywheel can increase the moment of inertia of the entire vehicle's drive shaft system without increasing the flywheel's own moment of inertia, the resonant speed is reduced to below the idle speed. This changes the natural frequency of the engine's power transmission system, making the system's natural frequency far away from the engine speed during normal vehicle operation, thereby avoiding the generation of torsional vibration.

[0026] In this scheme, the flywheel test bench includes: base 2, drive motor 3, drive shaft 4, flywheel, temperature control box 5, driven shaft 6, and measuring motor 7; Both the drive motor 3 and the measuring motor 7 are mounted on the base 2, and the drive motor 3 and the measuring motor 7 are arranged coaxially opposite each other. One end of the drive shaft 4 is connected to the output shaft of the drive motor 3, and the other end is fixedly connected to the main flywheel 11 of the flywheel. One end of the driven shaft 6 is connected to the output shaft of the measuring motor 7, and the other end is fixedly connected to the auxiliary flywheel 12 of the flywheel. The temperature control box 5 covers the flywheel, and the temperature control box 5 is equipped with a heating component and a temperature measuring component.

[0027] The drive motor 3 is a variable frequency motor, and its structure and control principle are mature existing technologies. When the test bench is running, the vibration controller controls the variable frequency motor to generate a certain form of torsional vibration excitation. The torsional force is transmitted to the DMF torsional vibration damper through the drive shaft 4, the flexible coupling, and the torque-speed sensor. After being damped by the DMF torsional vibration damper, the power is then transmitted to the measuring motor 7 through the driven shaft 6, the torque-speed sensor, and the flexible coupling. The measuring motor 7 can be an eddy current dynamometer (existing technology, purchased as a finished product), which is a power testing device based on the principle of electromagnetic induction. It generates eddy currents by rotating the rotor in a magnetic field to form braking torque, achieving high-precision dynamic load simulation to test the rotational parameters of the driven shaft 6. Therefore, by comparing the torque fluctuation signals at the front and rear ends of the DMF, the vibration damping performance of the DMF can be analyzed and evaluated.

[0028] The integrated heating and temperature sensing components within the temperature control box constitute a precise temperature simulation and closed-loop control system. The heating component actively heats the flywheel and its surrounding environment to the specific high temperatures required for actual operation, effectively replicating the real thermal conditions within the engine compartment. The temperature sensing component monitors temperature changes within the box and on the flywheel itself in real time, providing feedback for precise adjustment of the heating power and ensuring a uniform and stable temperature field. This design allows for dynamic vibration testing of the flywheel in a realistic high-temperature environment (60℃-80℃), fully considering the significant impact of temperature on flywheel material properties, vibration damping component stiffness, and damping performance. This greatly improves the accuracy and reliability of vibration damping performance test data, providing more realistic experimental evidence for product optimization.

[0029] In one possible implementation, see Appendix Figure 3 The drive shaft 4 and / or driven shaft 6 are provided with a support base 21, which is engaged with a bearing, near the flywheel end. Flywheel mounting plates 8 are provided at the ends of the drive shaft 4 and driven shaft 6, respectively, with each plate facing the motor end and fixedly connected to the corresponding shaft. The other ends are respectively attached to and fixedly connected to the disc surfaces of the main flywheel 11 and auxiliary flywheel 12. The bottom of the temperature control box 5 is connected to the base 2, and a notch is provided on the side to engage with the support base 21. The support base 21 ensures stable support and good centering and shaft alignment.

[0030] In one possible implementation, see Appendix Figure 4The heating assembly includes a heating element 51 and a heating excitation coil 53. The heating element 51 has a central hole, within which a push rod 511 is fixedly fitted. A heat-insulating pad, such as a composite film of PE / PET + aluminum film, is placed between the outer surface of the push rod 511 and the inner surface of the hole in the heating element 51. This pad prevents a significant transfer of heat from the heating element 51 to the push rod 511. The heating element 51 is located within a temperature control box 5, with its tail end facing the flywheel disc. The push rod 511 is located at the other end of the heating element 51 and slides through the temperature control box 5. The sliding position is controlled by a position adjustment mechanism. The heating excitation coil 53 is also located within the temperature control box 5, and the heating element 51 is located within the heating excitation coil 53. The heating principle is as follows: when an alternating current passes through the coil, an alternating magnetic field is generated, causing eddy currents to form inside the iron placed in the magnetic field. These eddy currents are converted into heat energy due to the resistive properties of the iron material, achieving rapid heating. This process does not require direct contact and is characterized by high efficiency and uniformity. Heating elements 51 can be provided on both sides of the temperature control box 5 along the axis of the drive shaft 4, and they abut against the flywheel mounting plate 8 from both sides and transfer heat to the flywheel.

[0031] The position adjustment mechanism includes a threaded hole in the body of the temperature control box 5 and an external thread in the push rod 511. The two are threadedly engaged, and the distance between the tail end of the heating element 51 and the flywheel is adjusted by turning the push rod 511. Alternatively, the position adjustment mechanism includes an internal threaded cap 52 rotatably connected to the body of the temperature control box 5 and an external thread in the push rod 511. The two are threadedly engaged, and the distance between the tail end of the heating element 51 and the flywheel is adjusted by turning the threaded cap 52 while simultaneously gripping the push rod 511 to restrict its rotation.

[0032] The temperature sensing component is located inside a hole at the tail end of the heating element 51. The component uses a non-contact temperature sensor 512. A heat-insulating pad is also provided between the temperature sensing component and the hole wall of the heating element 51. The non-contact temperature sensor faces the flywheel mounting plate 8 and measures its temperature. The non-contact temperature sensor measures temperature by detecting the infrared energy radiated by the object, requiring no physical contact. Its core principle is based on the blackbody radiation law, resulting in high accuracy unaffected by the contact state of contact sensors. In the above embodiment, when heating is required, the heating element 51 is moved forward by the position adjustment mechanism so that its tail end directly abuts the end face of the flywheel mounting plate 8. This allows for rapid and efficient heat transfer through contact conduction, significantly shortening the time it takes for the flywheel body to reach the target temperature. The heat originates from the non-contact electromagnetic induction principle: an alternating current is passed through the heating excitation coil 53 to generate a high-frequency alternating magnetic field, causing eddy currents to form inside the heating element 51, which then heats itself. Once the flywheel reaches the preset temperature, the heating element 51 is moved backward to disengage from the rotating flywheel, allowing it to rotate normally for dynamic vibration testing. Afterward, the heating element 51 continues to heat under the action of the excitation coil, radiating heat to maintain the static air environment within the temperature control box 5, thus stabilizing the ambient temperature of the flywheel. This method combines the high efficiency of contact heating with the reliability of non-contact insulation, ensuring the continuity and accuracy of vibration testing under high-temperature conditions and significantly improving the authenticity and validity of the test data.

[0033] In one possible implementation, a heat-insulating film is provided on the inner surface of the temperature control box 5 and the bottom of the covered area. The heat-insulating film includes a heat-insulating layer and a reflective layer. The heat-insulating layer is attached to the inner side of the temperature control box 5, and the reflective layer faces the inside of the temperature control box 5. The heat-insulating layer is made of pearl cotton or glass wool; the reflective layer is made of aluminum foil or tin foil.

[0034] In the above embodiments, by laying a composite heat insulation film consisting of a heat insulation layer and a reflective layer on the inner surface and bottom of the temperature control box 5, the efficiency of the entire temperature control system is significantly improved. The pearl cotton or glass wool heat insulation layer attached to the box wall can effectively block the conduction of internal heat to external structures such as the base, greatly reducing heat loss; while the aluminum foil reflective layer facing inward can efficiently reflect the radiant heat energy generated by the heating element 51 back to the flywheel and its surrounding environment, not only concentrating the heat to accelerate the heating process, but also ensuring the uniformity and stability of the temperature field inside the box. This structure saves energy and creates a highly insulated, uniform, and stable high-temperature simulation environment for the flywheel dynamic vibration test, greatly improving the accuracy and reliability of the test data.

[0035] In one possible implementation, the bottom edge of the temperature control box 5 is provided with a magnetic strip, and the top surface of the base 2 is made of iron material. The purpose of this is to facilitate disassembly and assembly and avoid the use of fasteners.

[0036] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model, and they should all be covered within the scope of the claims and specification of this utility model.

Claims

1. A dynamic vibration test bench for automobile flywheels, characterized in that, The test bench is used to conduct vibration reduction tests on a flywheel. The flywheel includes a main flywheel (11), an auxiliary flywheel (12), and a vibration reduction structure connected between the two. The test bench includes a base (2), a drive motor (3), a drive shaft (4), a flywheel, a temperature control box (5), a driven shaft (6), and a measuring motor (7). The drive motor (3) and the measuring motor (7) are both mounted on the base (2), and the drive motor (3) and the measuring motor (7) are coaxially arranged opposite each other. One end of the drive shaft (4) is connected to the output shaft of the drive motor (3), and the other end is fixedly connected to the main flywheel (11) of the flywheel. One end of the driven shaft (6) is connected to the output shaft of the measuring motor (7), and the other end is fixedly connected to the auxiliary flywheel (12) of the flywheel. The temperature control box (5) covers the flywheel, and the temperature control box (5) is equipped with a heating component and a temperature measuring component.

2. The automotive flywheel dynamic vibration test bench as described in claim 1, characterized in that: The drive shaft (4) and / or the driven shaft (6) are provided with a support seat (21) with bearings at one end near the flywheel; The drive shaft (4) and the driven shaft (6) are provided with flywheel mounting plates (8) at one end. Each flywheel mounting plate (8) is fixedly connected to the corresponding shaft facing the motor end, and the other end is respectively attached to and fixedly connected to the disc surface of the main flywheel (11) and the auxiliary flywheel (12). The bottom of the temperature control box (5) is connected to the base (2), and the side is provided with a notch that cooperates with the support base (21).

3. The automotive flywheel dynamic vibration test bench as described in claim 1, characterized in that: The heating assembly includes a heating element (51) and a heating excitation coil (53). The heating element (51) has a hole in the center, and a push rod (511) is fixedly fitted inside the hole. A heat insulation pad is provided between the outer surface of the push rod (511) and the inner surface of the hole of the heating element (51). The heating element (51) is located inside the temperature control box (5), with the tail end of the heating element (51) facing the flywheel disk surface. The push rod (511) is located at the other end of the heating element (51) and slides through the temperature control box (5). The sliding position is controlled by the position adjustment mechanism. The heating excitation coil (53) is also located inside the temperature control box (5), and the heating element (51) is located inside the heating excitation coil (53).

4. The automotive flywheel dynamic vibration test bench as described in claim 3, characterized in that: The position adjustment mechanism includes a threaded hole in the body of the temperature control box (5) and an external thread in the push rod (511). The two are threadedly engaged, and the distance between the tail end of the heating element (51) and the flywheel is adjusted by turning the push rod (511). Alternatively, the position adjustment mechanism includes an internal thread cap (52) rotatably connected to the body of the temperature control box (5) and an external thread provided on the push rod (511), the two being threadedly engaged, and the distance between the tail end of the heating element (51) and the flywheel is adjusted by turning the thread cap (52).

5. The automotive flywheel dynamic vibration test bench as described in claim 3, characterized in that: The temperature measuring component is located in the hole at the tail end of the heating element (51). The temperature measuring component uses a non-contact temperature sensor (512). A heat insulation pad is also provided between the temperature measuring component and the hole wall of the heating element (51).

6. The automotive flywheel dynamic vibration test bench as described in claim 1, characterized in that: The inner surface of the temperature control box (5) and the bottom of the covered area are provided with heat insulation film.

7. The automotive flywheel dynamic vibration test bench as described in claim 6, characterized in that: The heat insulation film includes a heat insulation layer and a reflective layer. The heat insulation layer is attached to the inside of the temperature control box (5), and the reflective layer faces the inside of the temperature control box (5).

8. The automotive flywheel dynamic vibration test bench as described in claim 7, characterized in that: The heat insulation layer is made of pearl cotton or glass wool; the reflective layer is made of aluminum foil or tin foil.

9. The automotive flywheel dynamic vibration test bench as described in claim 3, characterized in that: The temperature control box (5) is provided with heating elements (51) on both sides along the axial direction of the drive shaft (4).

10. The automotive flywheel dynamic vibration test bench as described in claim 1, characterized in that: The bottom edge of the temperature control box (5) is provided with a magnetic strip, and the top surface of the base (2) is made of iron.

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