6.4. TV CHARACTERISTICS AND OPTIMIZATION OF DUAL MASS FLYWHEEL 105
coordinate and longitudinal coordinate indicate the frequency of the input torque loaded on the
engine and the amplitudes of the frequency response, respectively
e maximum response curve in Figs. 6.22 and 6.23 is the TV response without the use
of a DMF. It can be seen from the figure that the DMF can significantly reduce the TV of the
powertrain. At the same time, the different moments of inertia ratio are compared and analyzed.
e second and third response peaks of the powertrain components are similar when the first
flywheel MOI is 0.21 kgm
2
and the second flywheel MOI is 0.07 kgm
2
. ere is no large
response peak, and the overall frequency domain response curve is better. Consequently, the
value of this group makes the powertrain TV optimal. e frequency domain response of the
planet carrier under this set of parameters is shown in Fig. 6.24.
Table 6.3: e various values of rotational inertia of flywheels
Number of
Simulation
Rotational Inertia of
Primary Flywheel
Rotational Inertia of
Secondary Flywheel
1 0.1 kg · m
2
0.18 kg
· m
2
2 0.14 kg · m
2
0.14 kg · m
2
3 0.18 kg · m
2
0.1 kg · m
2
4 0.21 kg · m
2
0.07 kg · m
2
5 0.26 kg · m
2
0.02 kg · m
2
75.0
50.0
25.0
0.0
-25.0
0.0 25.0 50.0 75.0 100.0
Frequency (Hz)
Magnitude
CTD_???????
DMF_???????_?1=0.1,l2=0.18
DMF_???????_?1=0.14,l2=0.14
DMF_???????_?1=0.18,l2=0.1
DMF_???????_?1=0.21,l2=0.07
DMF_???????_?1=0.26,l2=0.02
Figure 6.22: Frequency response of carrier with different rotational inertias of flywheels [43].
106 6. MODELING OF THE HYBRID POWERTRAIN WITH ADAMS
70.0
45.0
20.0
0.0
-5.0
-30.0
0.0 25.0 50.0 75.0 100.0
Frequency (Hz)
Magnitude
CTD_????
DMF_????_(?1=0.1,l2=0.18)
DMF_????_(?1=0.14,l2=0.14)
DMF_????_(?1=0.18,l2=0.1)
DMF_????_(?1=0.21,l2=0.07)
DMF_????_(?1=0.26,l2=0.02)
Figure 6.23: Frequency response of differential with different rotational inertias of flywheels.
75.0
50.0
25.0
0.0
-25.00
0.0 25.0 50.0 75.0 100.0
Frequency (Hz)
Magnitude
CTD_???????
DMF_???????_?1=0.21,l2=0.07
Figure 6.24: Frequency response of carrier with the best value of rotational inertias.
6.4.4 INFLUENCE OF THE TS OF DMF
Due to the available space, the length and the radius of the spring in the DMF are greater
than those in CTD. Consequently, it can decrease the required stiffness of the DMF. Based on
literature and experimental results [89–91], the DMF’s stiffness can be denoted as follows:
0:1 k
CTD
k
DMF
k
CTD
; (6.10)
6.4. TV CHARACTERISTICS AND OPTIMIZATION OF DUAL MASS FLYWHEEL 107
where k
CTD
indicates the CTD’s TS, and k
DMF
demonstrates DMF’s TS. e TS of the origi-
nal flywheel in the HEV was 600 Nm/rad. Considering the influence of various stiffness, the
authors set the TS of the DMF to 60, 100, 150, and 200 Nm/rad.
With different kinds of damping of the DMF, the TV responses of the carrier and the
differential under the excitation of the engine are demonstrated in Figs. 6.27 and 6.28.
75.0
50.0
25.0
0.0
-25.00
0.0
25.0 50.0 75.0 100.0
Frequency (Hz)
Magnitude
CTD_???????
K=60 ?*?/???
K=100 ?*?/???
K=150 ?*?/???
K=200 ?*?/???
Figure 6.25: Frequency response of carrier with the different stiffness of flywheels.
75.0
45.0
20.0
0.0
-5.0
-30.0
0.0 25.0 50.0 75.0 100.0
Frequency (Hz)
Magnitude
CTD_???????
K=60 ?*?/???
K=100 ?*?/???
K=150 ?*?/???
K=200 ?*?/???
Figure 6.26: Frequency response of differential with different stiffness of flywheels.
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