双质量飞轮扭振特性研究与仿真分析

上海交通大学硕士学位论文双质量飞轮扭振特性研究与仿真分析姓名：吕春峰申请学位级别：硕士专业：车辆工程指导教师：何维廉20080101IIIClutchTorsionalDamperCTDDualMassFlywheelDMFMATLABADAMSIVADAMSABSTRACTVTHECHARACTERISTICSTUDYONTORSIONVIBRATIONOFDUALMASSFLYWHEELANDITSSIMULATIONANALYSISABSTRACTTherearemanyfactorsthatresultintorsionalvibrationinAutomotivePowertrain.Thetorqueundulationoftheenginecrankisoneofthemostimportantamongthesefactors.Inordertoeliminatethemainlow-frequenttorquevibrationandtoreducethenoisefromgearboxandfinaldrive,itisquiteeffectivetosetaspring-dampingtorsionalabsorberbetweenengineandtransmissionsystem.Traditionalmethod,tocontroltorsionalvibrationandnoise,issettingaClutchTorsionalDamper(CTD)intheclutchplate.However,ithasbeenprovedthatCTDsystemhasseriousdisadvantages.Thisprojectisaboutanewtypeoftorsionalvibrationdamperinthetransmissionsystem——DualMassFlywheel(DMF),whichishighlyvaluedbecauseofitsexcellentperformance.ThisthesishasintroducedthegeneralsituationoftorsionalvibrationdamperandtheperformanceofCTDandDMFdetailedly.Beginingfromthehistory,thebasicstructure,thetheoryofvibrationreductionandthefunctionofdualmassflywheel,thecharactersandadvantagesofDMFareanalyzed,whichactasa“lowpassfilter”.Theproject,usingJacobieigenvaluemethodinthesoftwareofMATLAB,obtainsthespecialityoffreevibrationinthetransmissionsystemofacertaintypeoftruck.Meanwhile,kineticmodelofDMFtorsionalabsorberisbuiltinthesoftwareofADAMSsothatitsfreeandforcedvibrationcanbeanalyzed.Bythemethodofsimulation,torsionalvibrationcharacteristicofDMFclutchassemblyareobtained,andsomeABSTRACTVIparametersthataffectthewholeDMFsystemarediscussed,suchasinertiaratiooftwodiscs,springstiffnessandmagnitudeofdamping.ThereisconsiderableapplicationpententialsofthetechnologyofDMF.Accordingly,ithasgreattheoreticalvalueandpracticalsignificancetoresearchonthetorsionalvibrationperformanceofAutomotivePowertrainthatequippedwithDMF.Keywords:AutomotivePowertrainDualMassFlywheelADAMSTorsionalVibration,DynamicSimulation2008317II200831720083171CTDDMF1.11.1.1,[1]1-K(5°10°),,2,,3,,,,2,,,,[2]1984TOYOTAMARK1985BMWBMW324D[3]BMW524TDBMW525BMW528E90SAE1.1.2ADAMSDMF31.21.2.1,111-2[4]afcnifibfcnefe11Fig.1-1DiaphragmSpringClutch41-2Fig.1-2TheConstuction,PrincipleandSpringCharacteristicof3LevelTorsionalVibrationDamperc123451.2.2SAEDMFReik,W.2004VDIBerichteTheClutch-Theheartofthedoubleclutchgearbox[5]ZFHartmutBachSimulink[6]Theodossiades.S.2006[7]Taehyun,K.2006nDMF[8]AlexanderFidlin[9]:1-335kg1kg1-3Fig.1-3OptionsforCombiningtheDMFwithaCentrifugalPendulum-TypeAbsorber61-4ArnoSebulker1-5[10]RolandSeebacher1-61-4Fig.1-4FunctionalArrangementoftheCentrifugalPendulum-typeAbsorber1-5Fig.1-5ComparisonofTestResultsbetweenaConventionalCentrifugalPendulum-typeAbsorber71-6Fig.1-6TheMostImportantInfluencingFactorsandTheirEffectsinRelationtoBoominDriveModeandStartBehaviour1-7Fig.1-7ConceptDesignofSecondaryFlywheelinDMFSchaefflerLuKZFSachsAGValeoDMF1.2.3DMFSachs1-7[11]81[12]1-82[13](1-9)DMF1-81-2-3-4-5-Fig.1-8DMFForFittingHydraulic-Springs91.31.3.1123ADAMS--41-91---2---Fig.1-9TheConstuctionandPrincipleofDMF-RSTorsionalDamper101.3.2ADAMS123112.12-1[14]2-1ab123Fig.2-1ClutchDiscTorsionVibrationDamperandDual-massFlywheelTorsionVibrationDamper2.212011sinsinITttφωφω==Φ&&2-10I1φ0IsinTtωω1201TIφω=−2-2[15]2-2DMF1I2I12,θθ1I2IKCsinTtωωC2-2Fig.2-2PhysicalModelofDMFTorsionalVibrationDamperSystem131112122221211122()()sin()()sinsinIKCTtIKCttθθθθθωθθθθθθωθω=−−−−+=−−−−=Φ=Φ&&&&&&&&2-31122,,,θθθθ&&&&&&1θ222212()()()KjcTKIjcKIjcKjcθωωωωωω+=−+−+−[phone]Fig.2-3ComparisonofCTDandDMFTorsionalVibrationAmplitudeinFan-out142.3DMFCTDCTD1.DMF2-4DMF[16]45°2-4DMFFig.2-4CircumferentialSpringDMF152DMFDMFCTD2-5[18]DMFCTD2-62-72-6DMFFig.2-6DMF-CircumferentialShortSpringWithPlantaryGear2-5DMFFig.2-5DMFCircumferentialShortSpring163DMF2-8[19]2-92-7DMFFig.2-7DMF-ShortSpringwithSpringBracket2-8DMFFig2-8DMF-RadialSpring2-9DMFFig.2-9SpringCharacteristicofDMF-RadialSpring174DMF2-10[20]5DMF[21,22]2-116DMFDMF2-12[2324]7(TripleMassFlywheelTMF)2-13[25]2-10DMFFig.2-10DMF-RubberSpring2-11DMFFig.2-11DMF-AirDamp182.4[26]12-142-152-162-12DMFFig.2-12DMF-HydraulicTorsionDamper2-13APTMFFig.2-13TripleMassFlywheel2-14Fig.2-14TheResultonNoiseReduction19710dB22-17[27]2-17Fig.2-17ComparisonofVibrationIsolationofaConventinalSystemtoaDMF2-15Fig.2-15ComparisonofNoiseofFrontSeatsinVihicle2-16Fig.2-16ComparisonofTransmissionNoisewhenEngineIlding2032-182-202-18Fig.2-18ComparisonofVibrationAccelerationonTransmissionBackend2-19Fig.2-19ComparisonofAngularAccelerationonTransmissionOutputShaft2-20Fig.2-20ComparisonofVibrationNoiseonTransmissionCase2142-21Fig.2-21ReductionofthetorsionandbendingvibrationinthecrankshaftusingDMF2-21DMFDMFDMFCTD222.52.5.112,,,3,452--42.5.2[28,29],,232.5.3(),[30,31]2.6243-13-1Fig.3-1FullLoadinDriveMode:AnalyticalVibrationModel,MeasurementandSimulation,[32,33](),(),--253.13.1.1183-23-3CTDDMF[34]3-2CTDFig.3-2FullLoadinDriveModel:PowerTrainSystemVibration,withCTD3-3DMFFig.3-3FullLoadinDriveModel:PowerTrainSystemVibration,withDMFI1I226I3I4I5I6I7I8I93-2I93-3I103-2I103-3I11I1