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文献指出,在汽车传动系两构件振动系统中,产生最大扭矩的条件是其两构件的偏频相等。可用动载系数 k 来评价振动系统构件上的载荷。对于所研究的两构件振动系统来说,第一构件上的动载系数 k_1=1+(c_1/c_2)~(1/2);第二构件上的动载系数 k_2=1+(c_2/c_1)~(1/2)式中 c_1、c_2分别为换算到发动机轴上的传动系各轴的扭转刚度和轮胎切向刚度。上述换算关系可以定量地来估计振动系统构件上的动载荷以及传动系各轴稻轮胎的刚度对最大扭矩值的影响,因而可以用来确定应如何改变传动系各轴和轮胎的刚度才能使传动系中的动扭矩保持在可接受的范围内。对于大多数的汽车来说,无论其结构如何都具有如下的特点:换算到变速箱第一轴上的
The literature points out that in the two-component automotive powertrain vibration system, the maximum torque generated by the condition of the two components of the same frequency offset. The dynamic load factor k can be used to evaluate the load on the vibration system components. For the two-component vibration system studied, the dynamic load coefficient k_1 = 1 + (c_1 / c_2) ~ (1/2) on the first component and the dynamic load factor k_2 = 1 + (c_2 / c_1) ~ (1/2) where c_1 and c_2 are the torsional stiffness and tire tangential stiffness of each shaft of the powertrain converted to the engine shaft, respectively. The above conversion relationship can quantitatively estimate the dynamic load on the components of the vibrating system and the rigidity of the axle of the powertrain system on the maximum torque value. Therefore, it can be used to determine how to change the rigidity of the transmission shaft and the tire to make the transmission The momentary torque in the system remains within acceptable limits. For most cars, regardless of its structure, it has the following characteristics: Conversion to the first gearbox