基于有限元法的动力总成悬置系统解耦方法研究
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摘要
传统的动力总成悬置系统解耦方法通常是基于6自由度刚体-悬置数学模型得到与6自由度相关的解耦率。这种方法忽略动力总成悬置系统与车身、轮胎等子系统的耦合作用,难以反映实车状态下的解耦情况。为此,采用一种基于有限元法对动力总成悬置系统进行解耦的新方法。算例一用此方法对动力总成悬置系统有限元模型进行解耦,并与传统6自由度刚体-悬置数学模型解耦得到的解耦率进行对比,结果表明两种方法输出的模态解耦率矩阵结果基本一致,证明新方法的正确性与可行性。算例二基于整车有限元模型,用有限元法进行解耦,得到与整车13自由度相关的真实解耦率,证明新方法的收益性。
Traditional powertrain mounting system decoupling method is usually based on the 6-DOF rigid-suspension mathematical model to obtain the decoupling rate associated with 6 degrees of freedom. This method ignores the coupling effect between the powertrain suspension system and the subsystems such as the BIW and the tire, and it is difficult to reflect the decoupling situation in the real vehicle state. For this reason, a new method of decoupling the powertrain mounting system is proposed based on finite element method. In the first example, the finite element model of the powertrain suspension system is decoupled and its decoupling rate is compared with that obtained by decoupling the traditional 6-DOF rigid-suspension mathematical model. The results show that the modal decoupling matrixes of the two methods are basically the same, which proves the correctness and effectiveness of the new method. In the second example, the whole vehicle model is decoupled with the finite element method to obtain the real decoupling rate associated with the 13-DOF vehicle.The profitability of the new method is verified.
Traditional powertrain mounting system decoupling method is usually based on the 6-DOF rigid-suspension mathematical model to obtain the decoupling rate associated with 6 degrees of freedom. This method ignores the coupling effect between the powertrain suspension system and the subsystems such as the BIW and the tire, and it is difficult to reflect the decoupling situation in the real vehicle state. For this reason, a new method of decoupling the powertrain mounting system is proposed based on finite element method. In the first example, the finite element model of the powertrain suspension system is decoupled and its decoupling rate is compared with that obtained by decoupling the traditional 6-DOF rigid-suspension mathematical model. The results show that the modal decoupling matrixes of the two methods are basically the same, which proves the correctness and effectiveness of the new method. In the second example, the whole vehicle model is decoupled with the finite element method to obtain the real decoupling rate associated with the 13-DOF vehicle.The profitability of the new method is verified.
引文
[1]林新有,郝耀东,何智成,等.基于动力总成-整车耦合模型的动力悬置系统振动性能研究[J].汽车工程学报,2017,705:357-367.
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[4]杨利勇.基于十三自由度模型的动力总成刚体模态分析[J].公路与汽运,2013,01:5-8.
[5]沈志宏,郭福祥,方德广,等.基于能量解耦法的动力总成悬置系统优化设计[J].噪声与振动控制,2010,30(3):35-37.
[6]樊红光,昝建明,王卓.基于MSC Nastran及整车模型的动力总成悬置解耦分析和优化方法[J].计算机辅助工程,2013,22S1:1-4+14.
[7]黄鼎友,许荣明.基于MATLAB的发动机悬置系统设计及优化[J].噪声与振动控制,2007,27(1):57-60
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[2]王峰,靳永军,张建武.基于整车模型的动力总成悬置振动仿真及优化[J].振动与冲击,2008,04:134-138+175.
[3]郭荣,章桐.汽车动力总成悬置系统[M].上海:同济大学出版社,2013.
[4]杨利勇.基于十三自由度模型的动力总成刚体模态分析[J].公路与汽运,2013,01:5-8.
[5]沈志宏,郭福祥,方德广,等.基于能量解耦法的动力总成悬置系统优化设计[J].噪声与振动控制,2010,30(3):35-37.
[6]樊红光,昝建明,王卓.基于MSC Nastran及整车模型的动力总成悬置解耦分析和优化方法[J].计算机辅助工程,2013,22S1:1-4+14.
[7]黄鼎友,许荣明.基于MATLAB的发动机悬置系统设计及优化[J].噪声与振动控制,2007,27(1):57-60
[8]严世榕,李智强.整车环境下动力总成悬置系统振动特性研究[J].福州大学学报(自然科学版),2014(4201):103-109.