Abstract
Compared with dual-mass flywheel (DMF) and DMF with simple-type centrifugal pendulum vibration absorber (CPVA), DMF with bifilar-type CPVA has a better damping performance in the whole speed range of engine. The related research mainly focused on local models, such as dynamic model of DMF and dynamic model of CPVA, and the effect of the curvature path of CPVA on the damping performance. The reported models and methods are not sufficient for the system of DMF coupled with bifilar CPVA. Aiming at the deficiency of local models and the limitation of bench test, an integral model for DMF with bifilar CPVA is proposed and the real vehicle test is carried out in this study. Involving the moment of inertia of the centrifugal pendulum, the model considers the nonlinearities of DMF and bifilar CPVA. Afterward, the dynamic model of the automobile power transmission system equipped with the DMF with bifilar-type CPVA is built, and the dynamic responses of the system are investigated under idling and driving conditions. According to the simulation results, DMF with bifilar-type CPVA shows better vibration reduction performance in full-speed range. Moreover, the key structural parameters R and l influencing the damping performance of DMF with bifilar CPVA are discussed. The results show that the sum of R and l is directly proportional to the damping effect. Finally, real vehicle tests under idling and driving conditions (engine speed from 750 r/min to 3400 r/min) are carried out. The test results show that the 2nd order engine speed fluctuations are attenuated by more than 80% by DMF with bifilar CPVA with engine speed lower than 2000 r/min and are attenuated by more than 90% with engine speed higher than 2000 r/min. The experimental results are basically consistent with the simulation results, which verify the validity of the model.
Highlights
Compared with dual-mass flywheel (DMF) and DMF with simple-type centrifugal pendulum vibration absorber (CPVA), DMF with bifilar-type centrifugal pendulum vibration absorbers (CPVAs) has a better damping performance in the whole speed range of engine. e related research mainly focused on local models, such as dynamic model of DMF and dynamic model of CPVA, and the effect of the curvature path of CPVA on the damping performance. e reported models and methods are not sufficient for the system of DMF coupled with bifilar CPVA
Real vehicle tests under idling and driving conditions are carried out. e test results show that the 2nd order engine speed fluctuations are attenuated by more than 80% by DMF with bifilar CPVA with engine speed lower than 2000 r/min and are attenuated by more than 90% with engine speed higher than 2000 r/min. e experimental results are basically consistent with the simulation results, which verify the validity of the model
The simulation results demonstrate that the DMF with bifilar CPVA does not achieve the theoretical damping performance with R and l satisfying equation (21), and its damping effect on the torsional vibration from the engine is still excellent, which indicates that the ratio of R to l satisfying equation (21) has significant influence on the vibration reduction effect of the DMF with bifilar CPVA
Summary
Received 15 October 2020; Revised 20 January 2021; Accepted 15 February 2021; Published 17 May 2021. Compared with dual-mass flywheel (DMF) and DMF with simple-type centrifugal pendulum vibration absorber (CPVA), DMF with bifilar-type CPVA has a better damping performance in the whole speed range of engine. According to the simulation results, DMF with bifilar-type CPVA shows better vibration reduction performance in full-speed range. Some studies by Li Wei and Long Yan [12] suggested that the natural frequency of a DMF with CPVA was proportional to the rotating speed, and the vibration of engine fire frequencies could be absolutely eliminated theoretically by adjusting the parameters of the centrifugal pendulum. E model was employed to analyze the dynamic response, and the results showed that the clutch with CPVA could attenuate the torsional vibration of vehicle powertrain. According to the research results of the above literatures, there are two main problems that need to be supplemented, Primary flywheel Circumferential long assembly arc spring
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