108 6. MODELING OF THE HYBRID POWERTRAIN WITH ADAMS
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_???????_?=0.1 ?*?*?/???
DMF_???????_?=1 ?*?*?/???
DMF_???????_?=2 ?*?*?/???
DMF_???????_?=3 ?*?*?/???
DMF_???????_?=4 ?*?*?/???
Figure 6.27: Frequency response of carrier with different damping of flywheels.
75.0
42.5
15.0
0.0
-12.5
-40.0
0.0 25.0 50.0 75.0 100.0
Frequency (Hz)
Magnitude
CTD_????
C=0.1?*?*?/???
C=1?*?*?/???
C=2?*?*?/???
C=3?*?*?/???
Figure 6.28: Frequency response of differential with different damping of flywheels.
e maximum response curve in Figs. 6.25 and 6.26 is the TV response of the DMF. We
can see form the figures, the smaller the TS of the DMF, the smaller the amplitude-frequency
response of the powertrain components. In particular, the response amplitude in the low fre-
quency phase is greatly reduced. Consequently, when designing the TS of a DMF, the TS should
be reduced as low as possible.
6.4.5 INFLUENCE OF THE DAMPING OF DMF
e damping energy consumes the vibration energy of the system, which can reduce the ampli-
tude of the system resonance so that the system vibration converges and the amplitude decays. If
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