94 6. MODELING OF THE HYBRID POWERTRAIN WITH ADAMS
0.0 10.0 20.0 30.0 40.0 50.0 60.0 70.0 80.0 90.0 100.0
Fr
equency (Hz)
Magnitude
80.0
60.0
40.0
20.0
0.0
-20.0
-40.0
309 ?*?/???
463
?*?/???
618 ?*?/???
772 ?*?/???
927 ?*?/???
Figure 6.10: Influence of stiffness on frequency response under the excitation of motor 2.
6.3.3 INFLUENCE OF THE FLYWHEEL’S MOI ON FREQUENCY
RESPONSE
With the aim to analyze the MOI of flywheel that influences the powertrain TV under different
excitations, the MOI of flywheel is set to 0.5, 0.75, 1, 1.25, and 1.50 of related parameters in
the simulations. e MOI of the flywheel is 0.28 kgm
2
. Consequently, the MOI of flywheel is
set to 0.14, 0.21, 0.28, 0.35, and 0.42 kgm
2
.
Using the engine as the excitation source, the flywheel inertia is changed in the ADAMS
dynamics model for FV analysis. e frequency domain response of the planet carrier is shown
in Fig. 6.11. e frequency domain response of the differential is shown in Fig. 6.12.
From Figs. 6.11 and 6.12, we can see that the change of the MOI of the flywheel causes
the first order natural frequency to change. e larger the flywheel’s MOI, the smaller the first
order natural frequency of the powertrain. In addition, it is also found that the when the engine
becomes an input excitation, increasing the flywheel’s MOI of can reduce the response amplitude
of the carrier and the differential over the entire frequency band. Consequently, for the hybrid
powertrain, increasing the flywheel’s MOI is beneficial to reduce the twisting vibration of the
drive train, which improves the ride comfort performance of the car.
6.3.4 INFLUENCE OF VARYING STIFFNESS OF HALF SHAFT ON
FREQUENCY RESPONSE
With the aim to analyze TS of half shaft that influence the powertrain TV, the TS of half shaft
are set to 0.5, 0.75, 1, 1.25, and 1.50 of related parameters in the simulations. e TS the half
shaft are 5520 and 4222 Nm/rad, respectively. Consequently, the stiffness of the left half shaft
6.3. ANALYSIS ON THE FORCED VIBRATION (FV) 95
0.14 ??*?
2
0.21 ??*?
2
0.28 ??*?
2
0.35 ??*?
2
0.42 ??*?
2
0.0 10.0 20.0 30.0 40.0 50.0 60.0 70.0 80.0 90.0 100.0
Frequency (Hz)
Magnitude
80.0
60.0
40.0
20.0
0.0
-20.0
Figure 6.11: Influence of rotational inertia on frequency response under the engine excitation.
0.14 ??*?
2
0.21 ??*?
2
0.28 ??*?
2
0.35 ??*?
2
0.42 ??*?
2
0.0 10.0 20.0 30.0 40.0 50.0 60.0 70.0 80.0 90.0 100.0
Frequency (Hz)
Magnitude
80.0
60.0
40.0
20.0
0.0
-20.0
-40.00
Figure 6.12: Influence of rotational inertia on frequency response under the engine excitation.
is preset to 2760, 4140, 5520, 6900, and 8280, the right half shaft is supposed to 2760, 4140,
5520, 6900, and 8280 Nm/rad.
e engine is used as the excitation source, and the right half-axis TS is changed in the
ADAMS dynamic model for FV analysis. e frequency domain response of the differential is
shown in Fig. 6.13. e large motor is used as the excitation source in the ADAMS dynamics
model, the TS of the right half-shaft is changed to perform FV analysis. e frequency domain
response of the differential is shown in Fig. 6.14.
e engine is used as the excitation source, and the left half-axis TS is changed in the
ADAMS dynamic model for FV analysis. e frequency domain response of the differential is
96 6. MODELING OF THE HYBRID POWERTRAIN WITH ADAMS
shown in Fig. 6.15. e large motor is used as the excitation source in the ADAMS dynamics
model. e FV analysis of the left half-axis TS is performed, and the frequency domain response
of the differential is shown in Fig. 6.16.
0.0 10.0 20.0 30.0 40.0 50.0 60.0 70.0 80.0 90.0 100.0
Fr
equency (Hz)
Magnitude
60.0
40.0
20.0
0.0
-20.0
-40.00
2111 ?*?/???
3166 ?*?/???
4222 ?*?/???
5277 ?*?/???
6333 ?*?/???
Figure 6.13: Influence of right half shaft stiffness on the frequency response of the differential
TVs under the engine excitation.
0.0 10.0 20.0 30.0 40.0 50.0 60.0 70.0 80.0 90.0 100.0
Fr
equency (Hz)
Magnitude
80.00
60.0
40.0
20.0
0.0
-20.0
-40.00
2111 ?*?/???
3166 ?*?/???
4222 ?*?/???
5277 ?*?/???
6333 ?*?/???
Figure 6.14: Influence of right half shaft stiffness on the frequency response of the differential
TVs under the excitation of motor 2.
It can be seen from Figs. 6.13–6.16 that changing the TS of the half shaft can cause a
small change in the natural frequency of the powertrain, and the change in the stiffness of the
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