面向整车振动抑制的磁流变阻尼器协同优化

韦鑫鑫; 朱孙科; 邓召学

doi:10.13433/j.cnki.1003-8728.20200370

面向整车振动抑制的磁流变阻尼器协同优化

doi: 10.13433/j.cnki.1003-8728.20200370

重庆交通大学机电与车辆工程学院, 重庆　400074

基金项目: 重庆市教委科学技术研究项目（KJQN202100728）

详细信息

作者简介:
韦鑫鑫（1996−），硕士研究生，研究方向为车辆系统动力学研究，1273473504@qq.com

通讯作者:
邓召学，讲师，博士， dengzhaoxue@cqjtu.edu.cn

中图分类号: U463.1
计量
- 文章访问数: 54
- HTML全文浏览量: 35
- PDF下载量: 5
- 被引次数: 0
出版历程
- 收稿日期: 2020-09-02
- 刊出日期: 2022-03-05

Collaborative Optimization of Magneto-rheological Damper for Vehicle Vibration Suppression

School of Mechanotronics and Vehicle Engineering, Chongqing Jiaotong University, Chongqing 400074, China

摘要

摘要: 本文提出一种面向整车振动抑制的磁流变阻尼器协同优化方法。设计一种具有锥形倾斜角度阻尼通道的磁流变阻尼器，推导了其阻尼力数学模型，采用有限元法对磁路结构参数进行分析。搭建了整车七自由度模型，通过ISIGHT软件搭建协同优化仿真平台，以悬架动挠度、轮胎动载荷、车身垂向加速度均方根值为优化目标，利用遗传算法对磁流变阻尼器结构进行了优化。结果表明：悬架动挠度、轮胎动载荷和车身垂向加速度都得到了相应的改善，优化后的阻尼器能更好的提高了车辆平顺性和操稳性。
- 整车动力学模型 /
- 磁流变阻尼器 /
- 优化 /
- 平顺性 /
- 操稳性
Abstract: At present, the structure of MR damper is mostly optimized based on the body performance, but the influence of structural parameters of damper on vehicle ride comfort and handling stability is not considered. Therefore, a collaborative optimization method of MR damper for vehicle vibration suppression is proposed. A kind of magneto-rheological damper with conical inclined angle damping channel is designed, and the mathematical model of its damping force is derived. The structural parameters of magnetic circuit are analyzed by finite element method. The seven degree of freedom model of the whole vehicle is built, and the collaborative optimization simulation platform is built by ISIGHT software. The optimization objectives are suspension dynamic deflection, tire dynamic load and root mean square value of body vertical acceleration. The structure of MR damper is optimized by genetic algorithm. The results show that: the suspension dynamic deflection, tire dynamic load and body vertical acceleration have been improved, and the optimized damper can better improve the vehicle ride comfort and handling stability.
- vehicle dynamic model /
- MR damper /
- optimization /
- ride comfort /
- handling stability

HTML全文

图 1 磁流变阻尼器结构示意图

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图 2 磁流变阻尼器磁芯

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图 3 锥形通道拓展表面图

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图 4 有限元模型及节点编号

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图 5 径向通道与倾斜通道磁感应强度对比图

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图 6 不同内径下阻尼通道间隙处磁感应强度曲线

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图 7 不同间隙下阻尼通道磁感应强度曲线

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图 8 不同倾斜角度下阻尼通道磁感应强度曲线

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图 9 减速带模型

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图 10 路面断面曲线

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图 11 七自由度整车模型

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图 12 优化原理图

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图 13 优化前后磁感应强度对比

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图 14 匀速工况优化前后阻尼力对比

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图 15 过减速带工况优化前后阻尼力对比

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图 16 匀速工况下优化前后的时域图

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图 17 过减速带工况下优化前后时域图

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表 1 初始结构参数

R₁/mm	θ/（°）	H₀/mm	L₁/mm
18	15	2	9

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表 2 七自由度整车模型参数

参数	数值	参数	数值
${m_s}$	1836 kg	$ {I_y} $	3411 kg·m²
$ {m_{u1}} $	50 kg	$ {k_1} $	68400 N/m
$ {m_{u2}} $	50 kg	$ {k_2} $	68400 N/m
$ {m_{u3}} $	50 kg	$ {k_3} $	76800 N/m
$ {m_{u4}} $	50 kg	$ {k_4} $	76800 N/m
$ {L_f} $	1.455 m	$ {k_{t1}} $	230000 N/m
$ {L_r} $	1.514 m	$ {k_{t2}} $	230000 N/m
$ {B_l} $	0.805 m	$ {k_{t3}} $	230000 N/m
$ {B_r} $	0.805 m	$ {k_{t4}} $	230000 N/m
$ {I_x} $	676 kg·m²

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表 3 优化前后结构参数

参数	R₁/mm	θ/（°）	H₀/mm	L₁/mm
优化区间	[16, 23]	[5, 30]	[1.5, 2.5]	[7, 10]
优化前数值	18	15	2	9
优化后数值	21.7	18.7	1.7	9.6

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表 4 优化前后匀速工况均方根值

RMS	悬架动挠度均方根值/m	轮胎动载荷均方根值/N	车身垂向加速度均方根值/（m·s⁻²）
优化前无倾斜角度	0.0018	191.1849	0.2710
优化前有倾斜角度	0.0013	141.2724	0.2317
优化后有倾斜角度	0.0011	131.0225	0.2276

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表 5 优化前后过减速带工况均方根值

RMS	悬架动挠度均方根值/m	轮胎动载荷均方根值/N	车身垂向加速度均方根值/（m·s⁻²）
优化前无倾斜角度	0.0089	626.1404	1.0020
优化前有倾斜角度	0.0058	435.6671	0.7570
优化后有倾斜角度	0.0049	414.3259	0.7029

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