外文翻譯--基于ADAMS的麥弗遜懸架運(yùn)動(dòng)學(xué)仿真分析

黑龍江工程學(xué)院本科生畢業(yè)設(shè)計(jì) 1 附錄 A Performance Kinematics Simulation of Macpherson Suspension Based on ADAMS WANG Yuefang, WANG Zhenhua (Department of Vehicle & Power Engineering， College of Mechatronics Engineering,North University of China, Taiyuan, Shanxi, 030051, China) Phone:+863513920300 Fax:+863513922364 E-Mail: Abstract: The paper discusses a basic simulation way on founding a front suspension simulation model. It applies on method of multi-body dynamics and uses virtual prototyping technology software ADAMS building up Macpherson suspension entity mold. It analyzes the relations between a Macpherson suspension system and wheel alignment characteristic through kinematics simulation, and obtains the changing trend of the wheel alignment parameters. This provides theoretical foundation with further optimization design. Key words: Macpherson Suspension； Kinematics Simulation； ADAMS 1. Introduction Suspension system is a key part for cars, and has decisive effect on car drivability, stability, and comfortability. Because of its characteristics of simple structure, low cost and space economy, Macpherson suspension has become the most popular independent suspension since its emergence. Hence, the kinematics analysis of Macpherson suspension has great significance. ADAMS (Automatic Dynamic Analysis of Mechanical System) is a simulation software of mechanical system used most widely in the world. Based on the ADAMS virtual model technology, the automobile suspension is regard as a multi-body system which parts connect and motion each other. With the help of ADAMS/View, this paper established multi-body dynamics model of Macpherson front suspension of some car which is increasingly wide used in modern car, and the effects of suspension parameters when wheel travel or turn were studied. The ADAMS entity numeric suspension kinetics simulation provides an efficient and updated tool for developing suspension system. 2. Simulation model 2.1 Front suspension subsystem simulation model Firstly, three-dimensional model of Macpherson suspension system in the Pro/E 黑龍江工程學(xué)院本科生畢業(yè)設(shè)計(jì) 2 according to acquired geometric parameters is established. Secondly, ADAMS/CAR model is imported by utilizing MECHANISM/Pro, and the geometric characteristic parameters can be obtained from Pro/E three-dimensional documents. The founding model time is short and very accurate. Fig.1 is the model of Macpherson suspension subsystem. Table 1 is the constraints relationship between rigid bodies of front Macpherson suspension. Fig.1 Front Macpherson suspension subsystem 1-lower triangle swinging arm 2-universal joint3-subsidiary car frame 4-upper suspension support 5-tie rod 6-wheel rim 7-driving axle 8-driving joint axle9-shock absorber 10-rubber liner 2.2 Steering subsystem simulation model Gear and rack steering system model adopts partial coordinate system. The base point lies in center of circle of steering wheel. The direction of x, y, z axle is radial, tangential, normal of steering wheel separately. Figure 2 is the model which contains six rigid bodies that are rack, rack shell, gear axle, middle axle, steering limb and steering wheel axle. Three assembled bodies connect tie rod, subsidiary car frame and car body. Fig.2 is the model of steering system. Table 2 is the constraints relationship between rigid bodies of steering subsystem. 黑龍江工程學(xué)院本科生畢業(yè)設(shè)計(jì) 3 Fig.2 The model of steering subsystem 2.3 Simulation model of front Macpherson suspension system Front Macpherson suspension subsystem and steering subsystem models from ADAMS/CAR that have been established are invoked. Then, combined parameters are input. So far , front Macpherson suspension model is finished. Figure 3 is the kinematics simulation model of Macpherson suspension. Fig.3 Suspension simulation model 3. Kinematics simulation analyses 3.1 Data process Initial simulation conditions uniform actual parameters of the researched car. Utilizing ADAMS/CAR model simulates bilateral parallel travel and opposite direction travel. So, the alteration of camber angle, kingpin inclination angle, caster angle and toe angle are analyzed. The structure of Macpherson suspensions left and right is symmetrical, it is totally the same to alignment parameters, only the left wheel alignment parameters are analyzed3. The range that this car beats is 150mm -130mm actually. Under two kinds of operating modes, the comparison of changed curves on wheel alignment parameters are shown in Fig. 4-7. 黑龍江工程學(xué)院本科生畢業(yè)設(shè)計(jì) 4 Fig.4 Camber angle vs wheel travel Fig.5 Caster angle vs wheel travel Fig.6 Toe angle vs wheel travel Fig.7 Kingpin inclination angle vs wheel travel 3.2 Discussion and analysis (1)In the process of wheel parallel travel and opposite travel, the alignment parameters change with the change of wheel vertical shift. In Fig.4, camber angle reduces firstly and increases secondly. The changing amount is 0.9786. The change of camber angle contains two parts: the change of camber angle that comes from car body roll and the changing amount of camber angle that relates car body travel. In Fig.5, the change of caster angle with the wheel vertical shift rise sharply. (2)Under two kinds of operating modes of wheel parallel travel and opposite travel, Fig.6 is shown , the change of toe angle is obviously. Under the operating modes of opposite travel, toe angle increases from -0.8029 to 1.6844. Its change 黑龍江工程學(xué)院本科生畢業(yè)設(shè)計(jì) 5 affects car drivability and stability. (3)As we can see in Fig.4 and Fig.7, when the wheel travels downward, the change range that is from 0 -130mm, the changing trend of kingpin inclination angle is opposite to camber angle. This could aggravate the wheel wear. But, according to the theoretical relationship and adjust, proper and acceptedcorresponding relation can be obtained. 4. Conclusion This paper discusses kinematics simulation analysis on founding a front Macpherson suspension simulation model that uses technology software ADAMS. Three conclusions are as follows: (1)ADAMS/CAR model is imported from Pro/E by utilizing MECHANISM/Pro, but model can also be imported to SolidWork or UG in STEP format, then, imported to ADAMS in ParaSolid format. (2)The original wheel orientation parameters of Macpherson suspension meet the require. These indicate that the model is rational. The wheel wear range is accepted. (3)The change trend of the wheel alignment parameters is gained through kinematics simulation analysis of Macpherson suspension. Wheel alignment characteristic has effect on full-vehicle capability through suspension and Camber angle. On contrary, full-vehicle motion characteristic affects wheel alignment characteristic through suspension. In a word, virtual prototyping technology software ADAMS can greatly predigest design program and shorten exploitive cycle, greatly reduce exploitive expense and cost, clearly improve product quality and system capability to get optimized and innovated product. 黑龍江工程學(xué)院本科生畢業(yè)設(shè)計(jì) 6 附錄 B 基于 ADAMS 的麥弗遜懸架運(yùn)動(dòng)學(xué)仿真分析 王月芳，王振華 （ 中北大學(xué)車(chē)輛與動(dòng)力工程系 , 山西太原 030051) 摘要 ： 本文討論了一種建立麥弗遜前 懸架模型的基本仿真分析方法。它運(yùn)用多體動(dòng)力學(xué)的理論并在虛擬樣機(jī)技 術(shù)軟件 ADAMS 上建立麥弗遜懸架實(shí)體模型。通過(guò)運(yùn)動(dòng)學(xué)仿真，分析了麥弗遜懸架系統(tǒng)與車(chē)輪定位參數(shù)特性之間的關(guān)系，得到車(chē)輪定位參數(shù)的變化趨勢(shì)。這些 為進(jìn)一步優(yōu)化設(shè)計(jì)提供了理論依 據(jù)。 關(guān)鍵詞 : 麥弗遜式懸架 ；運(yùn)動(dòng)仿真； ADAMS 1. 前言 懸架系統(tǒng)是汽車(chē)的關(guān)鍵部件，對(duì)汽車(chē)的動(dòng)力性，操縱穩(wěn)定性，舒適性有決定性影響。由于它的結(jié)構(gòu)簡(jiǎn)單，成本低，節(jié)省空間的特點(diǎn)，麥弗遜懸架從它誕生以后就成為了應(yīng)用最廣泛的獨(dú)立懸架類(lèi)型。因此對(duì)麥弗遜懸架進(jìn)行運(yùn)動(dòng)學(xué)分析具有重要意義。 ADAMS (Automatic Dynamic Analysis of Mechanical System)是世界上應(yīng)用最廣泛的機(jī)械系統(tǒng)仿真軟件。基于 ADAMS虛擬樣機(jī)技術(shù)，汽車(chē)懸架可以看作是各部件相互連接和運(yùn)動(dòng)的多體系統(tǒng)。借助于 ADAMS/View，本文建立了某轎車(chē)的麥弗遜前懸架（ 在現(xiàn)代轎車(chē)上應(yīng)用越來(lái)越廣泛）的多體動(dòng)力學(xué)模型，并研究了當(dāng)車(chē)輪跳動(dòng)，轉(zhuǎn)動(dòng)時(shí)，懸架結(jié)構(gòu)參數(shù)產(chǎn)生的影響。在 ADAMS上進(jìn)行懸架動(dòng)力學(xué)仿真為懸架技術(shù)的發(fā)展提供了有效而且及時(shí)的方法。 2. 仿真模型 前懸架系統(tǒng)建模 首先，根據(jù)必要的幾何參數(shù)，在 Pro/E中建立麥弗遜懸架的三維模型。其次，通過(guò)MECHANISM/Pro， ADAMS/CAR模型被導(dǎo)入，而且模型的幾何參數(shù)通過(guò) Pro/E三維模型文件也能得到。建模花費(fèi)時(shí)間短，并且精確。圖 1所示的即為麥弗遜懸架子系統(tǒng)。表 1列出了懸架各部件間的連接關(guān)系。 圖 1：麥弗遜前懸架 黑龍江工程學(xué)院本科生畢業(yè)設(shè)計(jì) 7 1-下 三角擺臂； 2-轉(zhuǎn)向節(jié) 3-副車(chē)架； 4-懸架上支架 5-轉(zhuǎn)向橫拉桿 6-輪轂； 7-傳動(dòng)軸 8-傳動(dòng)軸節(jié) 9-減震器； 10-橡膠襯套 轉(zhuǎn)向系統(tǒng)模型 齒輪齒條式采用局部坐標(biāo)系 ,坐標(biāo)原點(diǎn)位于轉(zhuǎn)向盤(pán)圓心處 ,x、 y、 z軸的方向分別為轉(zhuǎn)向盤(pán)的徑向、切向、法向。模型如圖 2,包括 6個(gè)剛體 ,分別為齒條、齒條殼體、齒輪軸、中間軸、轉(zhuǎn)向管柱和轉(zhuǎn)向盤(pán)軸。 3個(gè)裝配剛體 ,分別用來(lái)連接轉(zhuǎn)向橫拉桿、副車(chē)架和車(chē)身。剛體之間的相互約束關(guān)系如表 2。 Fig.2 轉(zhuǎn)向系統(tǒng)模型 2.3 建立前懸架仿真平臺(tái)模型 在 ADAMS/CAR 中調(diào)用上面建立好的前懸架子系統(tǒng)和轉(zhuǎn)向子系統(tǒng) ,輸入相關(guān)參數(shù) ,完成麥弗遜式懸架的建模。懸架運(yùn)動(dòng)學(xué)仿真模型如圖 3所示。 黑龍江工程學(xué)院本科生畢業(yè)設(shè)計(jì) 8 圖 3： 懸架運(yùn)動(dòng)學(xué)仿真平臺(tái)模型 3. 運(yùn)動(dòng)學(xué)仿真分析 3.1 數(shù)據(jù)處理 仿真初始條件和此車(chē)實(shí)況參數(shù)保持一致 ,利用 ADAMS/CAR模塊進(jìn)行雙側(cè)平行跳動(dòng)和反向跳動(dòng)仿真 ,分析車(chē)