發(fā)動(dòng)機(jī)懸置設(shè)計(jì)3課件

1、發(fā)動(dòng)機(jī)懸置設(shè)計(jì)3發(fā)動(dòng)機(jī)懸置設(shè)計(jì)3轟鳴聲不平衡管理力和力矩 A.三缸機(jī)B.四缸機(jī)激勵(lì)和發(fā)動(dòng)機(jī)懸置車身（Cavity和Panel共振）Suspension-Member轟鳴聲Pitch and yaw moments of A102T Balance ratio: 79%Pitch moment: 6.1Nm(950rpm A102T idle speed); nissan design4,max5Nm4.9 Nm(850rpm just for compare with Nissan);Yaw moment: 19.1 Nm(950rpm A102T idle speed) nissan des

2、ign11, max12Nm15.3 Nm(850rpm just for compare with Nissan).Todays A102T design, yaw&pitch moment is bigger than nissan, we need careful design for engine-mount2) 1st order yaw-pitch moment at high rpm. C32 has NTF peak at 50Hz(3000rpm) for z,x directions. And another peak at 100Hz(6000rpm) for y dir

3、ection.50Hz(3000rpm) peaks are 50(計(jì)算）60（test)dB/N, 100Hz(6000rpm) is 5562（test）dB/N. not bad for 4 cylinder. But do not know for 3 cylinder. We need check vehicle noise level by applying engine unbalance moment values if this level is OK or not.And 50Hz VTF has peak, this is vibration risk.Pitch mom

4、ent: 108Nm(4000rpm)243Nm(6000rpm)Yaw moment: 339 Nm(4000rpm)762Nm(6000rpmNTFVTFWe need careful design for engine-mount by detail simulation study and testMomentFFKd100Ipvibration amplitude X1) 1st order yaw-pitch moment at idleActual study for BAIC 3-cylinder CAETest5050501001001st order unbalance s

5、olutionA）三缸機(jī)不平衡moment轟鳴聲1st order 3600rpm is 60Hz, this is not by torque-fluctuation, but by 1st order unbalance inertia forcePitch and yaw moments of A102T三缸機(jī)平衡軸PSA new 1.2L direct-injection 3cylinder engine1) Max 230Nm-torque210Nm at 1500rpm2) Balance-shaft to cancel 1st order unbalance3) light-pi

6、ston to reduceInertia force/moment4) Isolated gear to reduceBalance-shaft gear noise5) DMF to cancel 1.5th order torque fluctuation of 3cylinder6) Big crank-pulley to reduce torque fluctuation7) Timing belt (not chain) to reduce noise三缸機(jī)平衡軸1) Max 230Nm-torque2) Ba第 5 頁/共 N 頁2. 三缸機(jī)平衡問題對(duì)標(biāo)分析經(jīng)對(duì)標(biāo)分析，轉(zhuǎn)移法（增

7、加平衡質(zhì)量）及增加平衡軸方式均有采用；1.0L鮮少采用平衡軸，1.2L及以上排量三缸機(jī)除了日產(chǎn)NOTE車，其他均采用平衡軸設(shè)計(jì)。對(duì)標(biāo)機(jī)型功率/kW扭矩/N.m缸徑/mm行程/mm變速箱飛輪形式是否采用平衡軸大眾EA211 1.0T8120074.576.4DSG/7MT單質(zhì)量否福特 Ecoboost 1.0T9217071.982.0DCT/MT雙質(zhì)量否6AT撓性盤是通用 Ecotec 1.0T8616674.077.46MT/雙質(zhì)量是現(xiàn)代 1.0T8817271.084.06MT雙質(zhì)量否雷諾 0.9T6713571.084.05MT-否Smart 0.9T6613571.084.06DCT-

8、否PSA 1.2THP9623075.090.55MT/6AT雙質(zhì)量是奇瑞 1.2T9721277.085.8MT雙質(zhì)量是東安 DAM12T（開發(fā)中）10221675.090.5-雙質(zhì)量是日產(chǎn)1.2T7214272.273.15MT/CVT單質(zhì)量否寶馬B38 1.5T1703208294.66AT雙質(zhì)量是沃爾沃Drive-E 1.5T132265-DCT/8AT雙質(zhì)量是A151(1.5NA)=154NmA151E(1.5T)=210Nm日産20DE=204NmMax-torque対比New 1.2DT torque(230Nm)is equivalent with2.0NA and 1.5T(

9、4 cylinder)this can cover up to C53第 7 頁/共 N 頁2. 三缸機(jī)平衡問題對(duì)標(biāo)分析經(jīng)對(duì)標(biāo)分析B）4缸機(jī)轟鳴聲激勵(lì)和發(fā)動(dòng)機(jī)懸置Solution for 100-150Hz boom without balance-shaft100-150Hz-Boom80dB=good85dB-upper-limitBody NTF=60dB/N1N=0dB 10N=20dBOnly right mount input80dB, if one more 80dBTotal becomes 86dBKd100=100N/mmNTF=60dB/NOrKd100=200N/mmN

10、TF=54dB/NOrKd100=150N/mmNTF=57dB/N4 cylinder without balance-shaft , Unbalance inertia force will cause big z-directionVibration amplitude (around 100mm) . If right hand engine-mount dynamic stiffnessis 100N/mm, then input force to body F= 0.1x100=10N. Normal NTF at right hand mount is 57-60dB/N , t

11、hen right mount Kd100 should be 150N/mm to keep 80dB(Linear) input.B）4缸機(jī)轟鳴聲100-150Hz-Boom4 cylHonda RH 1.6di-TKsKd1002) Kd100/Ks=0.25Golf 14DiT RHDiesel2) Kd100=34n/mmKs=142n/mmKd100=167n/mm3) Ks=111n/mm2)Kd100/Ks=0.90Kd100=229n/mmKs=268n/mmKd100=310n/mmKs=150n/mmKs=140n/mm2.5L with BalancerFord eco

12、-boost16di-TNissan 16diT1.4-1.6L Di-T Pendulum Engine mount Benchmark Dynamic-damper poor design1) Concern is right-hand engine-mount dynamic stiffness for boom4) Ks=111N/mm is possible, maybe good target is 120N/mm Kd100/Ks 1.0 possible but need care the rebound of Kd, maybe good target is 1.2 倒立Mo

13、unt發(fā)動(dòng)機(jī)懸置Honda RHKsKd1002) Kd100/Ks=0.2Good target for 1.5Tdi without balance-shaft engine-mountKs=120N/mm Kd100=150N/mm to achieve 83dB boom1) Good target for 1.5Tdi withoutCompact rigid member豐田卡羅拉現(xiàn)代朗動(dòng)日產(chǎn)軒逸 Aluminum rigid member大眾高爾夫HandlingQuietnesssoftshortrigidshort) Front suspensionsoftdiagonalS

14、oft-mounting diagonalsub-framerigiddiagonal紳寶C60 /C70日產(chǎn)奇駿逍客日產(chǎn)天籟本田雅閣、豐田凱美瑞Road-noise有利Road-noise柔接框架型5080HzCompact-rigid）120Hz（3600rpm）160Hz（4800rpm）220Hz（6600rpm）不等長半軸共振=120Hz T-rod的pitch剛體模態(tài)振3WOT=120170HzFront-Suspension-Member共振Compact rigid Aluminum rigid 防振井桁Sub-frame固有値MAPBounce-1Bounce-2PitchE

15、lastic 1st/2ndElastic3rdVehicle-A60Hz85Hz110HzVehicle-B70Hz90Hz110Hz165Hz(4WD)Vehicle-C52Hz68Hz80HzDesign targetAvoid drive-train torsion resonanceAvoid cabin cavity resonanceAvoid drive-train torsion and cabin cavityAvoid tire130Hz structure resonanceOVER -255HzAvoid tire cavity#2防振井桁Sub-frame固有値MA

16、PBounce-1BouT/R vertical vibrationrear-seat noisedriver-seat noiseTorque-Rod resonancewith no load test result2) See below data, there is a body-side vibration bottom and seat noise bottom at 125Hz. If rigid suspension-member resonance NTF peak exists at 150Hz(4500rpm). we can control the frequency

17、of body side bottom at 150Hz by torque-rod pitch-bounce mode control instead of expensive dynamic damper on the rigid member.125 Hz2000 4500 rpm3000The pitch resonance of small volume torque rod is 110Hz without load, but under 3WOT load , it became 170Hz and make booming noise. But the pitch resona

18、nce of bigger torque rod is 80Hz without load, and under 3WOT load, there was no frequency change, because no stopper touch1) 3 WOT boom Torque-rod Design300030003000T/R body-sidevertical vibration450045004500150 Hz125 Hz125 Hz150 HzT/R vertical vibrationrear-sea車身（Cavity和panel共振）車身（Cavity和panel共振）1

19、3NTF 50-200Hz DesignOVERALL空洞共鳴上下1次FR FLOOR発音targetOld front floor Structure120 HzNew front floorStructure 120 Hz modemode#2 前後1次50.6Hzmode#3 Back-forth 2nd 84.7Hzmode#5 上下1次117.1Hzmode#11 Back-forth 3rd 180.0Hz1. Cavity modes2. NTF and Panel contribution4. Solution-2 = rigid dash panel for 前后cavity

20、3. Solution-1 = rigid front floor for 120HzTarget 57dB/NTarget is 57dB/N5. Rear roof-rail1) NTF = 57dB/N maybe possible by panels (floor, dash, roof, wind-shield) and attach points design15NTF 50-200Hz DesignOVERALL空洞mode#2 前後1次50.6Hzmode#3 前後2次84.7Hzmode#5 前後3次上下1次117.1Hzmode#11 前後3次180.0Hz3)130Hz附

21、近路噪車身panel和member共振對(duì)策案例小型車的mode#7 上下1階144.0Hz大型車130Hz附近的為上下1階、這個(gè)模態(tài)時(shí)頂棚和前地板panel偶合、因此更改其共振頻率、通過貼阻尼增加其剛度、使模態(tài)分散等對(duì)策方案來對(duì)應(yīng)解決大型車的話前后3階也會(huì)低到130Hz附近，此模態(tài)是因?yàn)榍绊斉餀M梁以及前圍panel模態(tài)偶合、因此更改其共振頻率、通過貼阻尼增加其剛度、使模態(tài)分散來對(duì)應(yīng)解決這個(gè)問題Old front floor Structure120 HzNew front floorStructure 120 Hz mode対策例rigid dash panel for 前后cavity対策例

22、 rigid front floormode#2 前後1次mode#3 前後2次84.7Hzmo3)130Hz附近路噪車身panel和member共振對(duì)策案例日本高級(jí)車的對(duì)策案例対策前対策后130Hz-PeakInertanceNTF通過靜態(tài)分析、前地板以及中央通道部位問題很大、通過追加一道橫梁、大幅提升了該處水平。其結(jié)果就是該附近的激勵(lì)點(diǎn)的inertance、panel振幅等都有大幅度提升。NTF改善明顯。還有、130Hz的和車內(nèi)空腔共鳴模態(tài)偶合的前圍panel剛度也因追加橫梁之后大幅得到提升。NTF改善明顯。 対策例 rigid front floor対策例rigid dashpanel

23、for 前后cavity結(jié)局Dash前Panel補(bǔ)剛対策、補(bǔ)強(qiáng)有効3)130Hz附近路噪車身panel和member共振對(duì)策頂棚bead的案例右發(fā)動(dòng)機(jī)懸置MTG上下入力目標(biāo)55B沒bead(PFC)有bead(VC)音感度 (dB)降低轟鳴聲、車內(nèi)音感度5dB粒子速度分布+-可通過高階的膜模態(tài)來抵消頂棚panel內(nèi)產(chǎn)生的聲音=bead対策例 Roof resonance mode control by beads adding 150Hz roof resonance mode150Hz這就是一個(gè)頂棚共振的對(duì)策案例。通常來說頂棚有共振問題產(chǎn)生的時(shí)候會(huì)通過采取貼阻尼、以及給對(duì)頂棚橫梁進(jìn)行補(bǔ)強(qiáng)等方

24、式來對(duì)應(yīng)。這個(gè)例子是說在設(shè)計(jì)的初期階段、通過和造型部門的溝通協(xié)作，通過對(duì)頂棚增加bead來解決掉這問題，是一個(gè)非常經(jīng)濟(jì)高效的對(duì)策手段。3)130Hz附近路噪車身panel和member共振對(duì)策案例頂棚bead的案例右發(fā)動(dòng)機(jī)懸置MTG上下入力目標(biāo)55BSuspension-MemberSuspension-MemberMulti-LinkSuspensionH-shape torsion-beam Rear Suspensionsoftrigid-memberRear suspensionA）懸架對(duì)策最近懸架形式趨勢概括HandlingQuietnesssoftshortrigidshort)

25、Compact rigid member豐田卡羅拉現(xiàn)代朗動(dòng)日產(chǎn)軒逸 Aluminum rigid memberFront suspensionsoftdiagonalSoft-mounting diagonalsub-framerigiddiagonal豐田卡羅拉現(xiàn)代朗動(dòng)日產(chǎn)軒逸現(xiàn)代名圖日產(chǎn)天籟別克昂科威紳寶C60 /C70日產(chǎn)奇駿逍客日產(chǎn)天籟本田雅閣、豐田凱美瑞大眾高爾夫雪佛蘭邁銳寶三菱歐藍(lán)徳、大眾途觀廣汽傳祺GS4大眾高爾夫Road-noise有利Road-noise惡化Road-noise有利Road-noiseMulti-LinkH-shape torsion-beam1. Front

26、 suspension (Nissan Leaf)1) Isolated diagonal suspension member2. Body structure2) High rigidity floor by battery protect frame structure3) Lower resonance frequency panels without engine-boom requirementCabin cavityBack-forth 2nd Cabin cavityUpper-lower 1st Tire cavity2ndSuspension member resonance

27、sCabin cavityBack-force 3rd 100150200250300 (Hz)50road noise frequencyFR FLOORROOF PANELROOF CTR REINF3) ICE panels target are over 300Hz. But EV can set panels at 100Hz booming noise frequency to isolate road-noise over 130HzICE panel resonance targetEV panel resonance 1) NTF at motor-mount over 15

28、0Hz peaks are 10dB reduced2)+3) NTF at susp-mount over 20Hz peaks are 10-30dB reducedICELeafnon-isolationisolation100Hz100HzA）懸架對(duì)策方案隔震副車架采用柔接的隔振副車架的話、前后懸架對(duì)130以及200Hz的問題可以做到10dB以上的隔振，但是現(xiàn)在A+級(jí)別以下的三廂車以及緊湊型以下的SUV都采用剛接的副車架。EV車型更加重視路噪水平，所以在Leaf車型上實(shí)施了）的對(duì)策方案、效果很明顯1. Front suspension (Nissan LeA）懸架對(duì)策 剛接副車架剛接副

29、車架可以看做是跟車身一體的結(jié)構(gòu)、能對(duì)車身起到結(jié)構(gòu)上補(bǔ)強(qiáng)的作用。一般為通過下述指標(biāo)、來對(duì)副車架本體的剛度、安裝點(diǎn)結(jié)構(gòu)、以及車身安裝點(diǎn)結(jié)構(gòu)剛度來進(jìn)行設(shè)計(jì)。）副車架以及附近懸架安裝點(diǎn)的NTF）副車架以及附近懸架安裝點(diǎn)的Inertance）整車狀態(tài)下副車架的固有頻率）共振頻率）NTF）Inertance前susp后susp從路噪角度來分析、要避開200Hz和130Hz。針對(duì)200Hz這個(gè)峰值雖然說希望往低了避頻、但是咬注意整體的IPI要保證從路噪角度來分析、要避開200Hz和130Hz從轟鳴聲的角度則希望最低也要超過5000（167Hz）以上目標(biāo)240Hz187Hz165HzA）懸架對(duì)策 剛接副車架剛

30、接副車架可以看做是跟車身通過BIW上+副車架的FEM模型來計(jì)算分析、得出通過特高副車架上懸架襯套安裝點(diǎn)剛度的方案并解決問題的案例。比起自體剛性向上取付點(diǎn)剛性向上、大幅取付點(diǎn)剛性向上。5000N/mm10000N/mmMulti-Link Rear Susp Rigid MemberA）懸架對(duì)策 剛接副車架通過BIW上+副車架的FEM模型來計(jì)算分析、得出FR S/FRAME FR PinFR S/FRAME RR PinFR STRUTRR T/ARMRR S/ABSRR SPRING左右(5000)4000020000100005000現(xiàn)行並前後(5000)400002000040000100

31、00現(xiàn)行並上下(5000)20000150002000010000現(xiàn)行並FR S/FRAME FR PinFR S/FRAME RR PinFR STRUTRR T/ARMRR S/ABSRR SPRING左右5552555758現(xiàn)行並前後5855555358現(xiàn)行並上下5756575360現(xiàn)行並考方現(xiàn)行Cpf並(井桁FR S/FRAME化)相場並対劣R/N寄與高周波數(shù)域改善相場並対劣R/N寄與高周波數(shù)域改善相場並対劣R/N寄與高周波數(shù)域改善現(xiàn)行Bpf並現(xiàn)行Bpf並放射係數(shù)(dB)考慮到路噪一般做到60Hz以上1Hz以下【參考】安裝點(diǎn)剛度(N/mm)FR S/FRAME FRB30(JME192

32、)參考、測定點(diǎn)怪參考）安裝點(diǎn)的NTF、IPI目標(biāo)值的案例下述為隔振框架式前副車架、拖曳臂、后副車架的C50級(jí)別車的案例FR S/FRAME FR PinFR S/FRAME RR1000020000N/mm1000020000N/mm125Hz、200Hz以上的NTF要比其他公司查。因此需要提升包括支架在內(nèi)的剛度相場並現(xiàn)行同等並以下目標(biāo)。60dB60dB53dB53dBRR T/ARM安裝點(diǎn)上下方向加振點(diǎn)運(yùn)転席內(nèi)耳放射係數(shù)他社対劣。-7dB低減目標(biāo)。NG【注意】C11(KJE300)、SC11(KJE597)、G11(BUE192)貼付位置不良參考【注意】J32B(JME192)貼付位置不良參

33、考他社対劣。-5dB低減目標(biāo)?，F(xiàn)行車Benchmark車Benchmark車現(xiàn)行車2基本上根據(jù)對(duì)標(biāo)車數(shù)據(jù)來設(shè)定目標(biāo)值1000020000N/mm1000020000N/mm123)130Hz附近路噪問題的對(duì)策在此頻段范圍內(nèi)、車內(nèi)的上下、左右空腔共鳴、車身panelmember共振、懸架系統(tǒng)和輪轂偶合共振、副車架共振對(duì)策就是通過的優(yōu)化來對(duì)應(yīng)的問題、以及提升安裝點(diǎn)剛度設(shè)計(jì)理想固有値配列Rr E/M上下入力目標(biāo)（55dB）T/V LINK左右入力目標(biāo)水平（44dB）Fr E/M上下入力目標(biāo)（50dB）理想固有値配列適用後Mode 180Hz126HzCabin CavityMode 2 E/M上下入

34、力時(shí)前席音比較FR E/M上下目標(biāo)B/NT/V LINK左右目標(biāo)dB/N這是一款高級(jí)車的對(duì)策案例、空腔共鳴前后在80Hz、上下1階為125Hz、上下2階為140Hz，因此對(duì)車身和副車架進(jìn)行優(yōu)化、避開相關(guān)問題頻率帶，使路噪和轟鳴聲得到大幅改善。16前懸置傳遞的NTF存在80Hz和130Hz兩個(gè)峰值、通過此對(duì)策方案得到大幅改善Trans VerseLink激勵(lì)（Hz路噪相關(guān)聯(lián)大）的NVF的80,130Hz峰值也都有大幅改善253614Strut-Tower倒Tower-bar補(bǔ)強(qiáng)3)130Hz附近路噪問題的對(duì)策理想固有値配列Rr E/M隔振橡膠以及發(fā)動(dòng)機(jī)懸置的基礎(chǔ)知識(shí)隔振橡膠材料的基礎(chǔ)發(fā)動(dòng)機(jī)懸置的

35、基礎(chǔ)發(fā)動(dòng)機(jī)懸置的機(jī)能支撐機(jī)能控制位移量保持姿勢耐久、強(qiáng)度隔振機(jī)能隔振率抑制振動(dòng)機(jī)能2自由度1自由度激勵(lì)靜態(tài)激勵(lì)（橫置FF、縱置FF、FR）起振力（3缸機(jī)、4缸機(jī)、6缸機(jī)）對(duì)橫置FF懸置要求的NVH性能設(shè)計(jì)發(fā)動(dòng)機(jī)震顫Tip-in/outIdle振動(dòng)轟鳴聲扭矩波動(dòng)不平衡慣性力和moment加速噪音Gear noise發(fā)動(dòng)機(jī)懸置設(shè)計(jì)案例設(shè)計(jì)手順FF發(fā)動(dòng)機(jī)懸置的例子Component-Module的例子4缸機(jī)1.5TDi-Di downsizing Powertrain Mount例 Pendulum懸置的例子1)右2)左3)T-rod4)三缸機(jī)EV懸置例HEV懸置例大扭矩懸置例FR無車架車型懸置設(shè)計(jì)

36、案例FR帶車架懸置設(shè)計(jì)案例FF4驅(qū)懸置的設(shè)計(jì)案例隔振橡膠以及發(fā)動(dòng)機(jī)懸置的基礎(chǔ)知識(shí)發(fā)動(dòng)機(jī)懸置設(shè)計(jì)案例3035Hz、三缸機(jī)1.5階轟鳴聲、1200-1600rpm前Suspension共振3035Hz、三缸機(jī)1.5階轟鳴聲、1200-1600rp轟鳴聲.扭矩波動(dòng)一般來說、會(huì)因?yàn)?500rpm以下的半軸激勵(lì)導(dǎo)致問題。和怠速振動(dòng)相比、頻率要高、所以懸置可以起到很大的隔振效果。但是在2500rpm以下轉(zhuǎn)速時(shí)、扭矩波動(dòng)大、即使是有發(fā)動(dòng)機(jī)懸置、在特殊情況下、比如在靜態(tài)扭矩的反力變大、限位塊壓死、剛度變大的時(shí)候、會(huì)產(chǎn)生問題。四缸機(jī)來說、一般會(huì)在鎖止的低轉(zhuǎn)速領(lǐng)域會(huì)有問題。同時(shí)在12001800rpm轉(zhuǎn)速下的懸置

37、激勵(lì)也會(huì)導(dǎo)致問題產(chǎn)生?；蛘呤潜冗@轉(zhuǎn)速更高的一般行駛領(lǐng)域、比如說在2400rpm左右、80Hz的時(shí)候、此時(shí)和隔振副車架還有車身的聲腔相偶合、導(dǎo)致問題產(chǎn)生。更有甚者、在持續(xù)爬坡工況的時(shí)候，靜態(tài)扭矩增加、懸置剛度進(jìn)入非線性段，懸置變硬，導(dǎo)致問題產(chǎn)生。而三缸機(jī)、則在12001800rpm時(shí)在3045Hz，在鎖止條件下、會(huì)因?yàn)閼壹芄舱瘛④嚿韽澢B(tài)等引起共振問題的例子有很多。轟鳴聲一般來說、會(huì)因?yàn)?500rpm以下的半軸激勵(lì)導(dǎo)致Torque-fluctuation vibration through drive-shaftStrut vertical resonance30-34HzFront-susp

38、ension for-aft resonance15-25Hz b)N-idle , c）front-suspension solution for Idle-vibration and Lockup-boom by input through drive-shaft Idle vibration of 3 cylinder frequency is 15Hz(1st order), 22.5Hz(1.5th order) at 900rpm. Then, if the front suspension for-aft resonance exists around 20Hz, it will

39、 cause issue. Need to check this resonance frequency design. Moreover, 3 cylinder lockup boom frequency is 30Hz at 1200rpm and 34Hz at 1500rpm. Then, if strut resonance exists around 30-35Hz, it will cause issue.We experienced idle-vibration at D-range can not be solved by a) d) e) solutions1.5th or

40、der torque-fluctuation solution20Hz(800rpm)-22(880rpm)30Hz(1200rpm)-35(1400rpm)Solution maybe 19Hzand 850rpm-idleSolution maybe 30Hzand 1300rpm-lockupor hydraulic strut mountTorque-fluctuation vibration t3 cylinder NVH dangerous engine speed zoon is 1200-1500rpm , 1.5th ordertorque fluctuation boom

41、and vibration3 cylinder NVH issue at low engine speedCountermeasures1. suspension resonance control and add damping to bushes2. drive-line torsion control by smaller diameter driveshaft, Tire3. long-travel lockup damper4. optimization of lock-up MAP, shift-MAP5. active control by Motor Generator tor

42、que(EV, HEV)2) This is caused bySuspension resonance1)3 cylinder NVH dangerous engind) Super Long Travel Locked-up clutch (torsional） Damperand Slip-lockup for AT/CVTFlywheel定変位振動(dòng)振幅FrequencyidleboomDMFFrequencyDriveshaft torq-flctuationB50Hz100HzNew longtravel Dampere) DMF for MT/DCTDoubleMassFlywhe

43、elLockup-Damper1)1.5th order torque-fluctuation(bigger than 4 cylinder-2nd order) idle-vibration a)engine-mountpendulum+9-10Hz roll b)AT/CVTN-idle c)front-suspension for-aft resonance controllock-up boom(AT/CVT), low-rpm boom/gear-rattle(MT/DCT) d)lock-up damper(AT/CVT) e)DMF(MT/DCT)1.5th order torq

44、ue-fluctuation solutiond) Super Long Travel Locked-upElectro-control switchable Engine-mount system (the first generation Tiana) We switch the orifice, shake mode andIdle mode and low rpm boom modeby electric control valveKd (25,45Hz)/Ks 0.5 is possible45Low rpm boomThis is electric control mount ex

45、ample, We can switch the orifice frequency,10-15Hz for idle25-30Hz for Body-bending low speed drive conditionElectric Control Switchable Engine Mount1) this small risk for 1st order 1200-1500rpm low speed drive is solved perfectly, if we use switchable mountElectro-control switchable EngdriveidleRol

46、l mode is controlled by PendulumPitch mode is controlled by switchable hydraulic mountespecially for low rpm drive usefulInertia unbalance is controlled more pitch than yaw by counter-mass designDrive-shaft input is controlled by drive line like DMF or Super long travel lockup damperTest resultIf we

47、 use hydraulic resonance for 13Hz, then over 15Hz pitch issue become worseExample of switchable engine mount for 3 cylinder Paper “Reduction of 3-cylinder engine vehicle vibration by use of switchable mounts” A.Kreis, at SIAC Symposium Automotive NVH Comfort Le Mans 20141) 4) 3) Vehicle vibration2)

48、Kd 2)Lock-up boom zoondriveidleRoll mode is controll4080Hz、4缸機(jī)2階轟鳴聲、1200-2400rpm）60(50)、車身前后空腔共鳴1階和前頂棚橫梁、前風(fēng)擋根部有一個(gè)偶合共振）80(85)、車身前后空腔共鳴2階和后頂棚橫梁偶合共振）隔振副車架共振4080Hz、4缸機(jī)2階轟鳴聲、1200-2400rpm2)60-80Hz轟鳴聲對(duì)策60(50)為車輛前后空腔共鳴1階和頂棚錢橫梁、前風(fēng)擋根部共振偶合80(85)為車身前后空腔共鳴2階和后頂棚橫梁偶合共振mode#2 前後1次50.6Hzmode#3 前後2次84.7Hzmode#11 前後3

49、次180.0Hzd 的中心在后頂棚橫梁的中心在前風(fēng)擋根部這個(gè)雖然是一個(gè)小型車的案例、但是一般來首、車內(nèi)的空腔共鳴的前后1、2階的這個(gè)頻段范圍內(nèi)、和前、后頂棚橫梁周邊的共振偶合以及前風(fēng)擋根部的共振偶合、產(chǎn)生問題2)60-80Hz轟鳴聲對(duì)策mode#2 前後1次50.6前後1次Hz這個(gè)案例中、前后空腔共鳴1(2?)階為77Hz、這是因?yàn)楹颓帮L(fēng)擋根部共振偶合、導(dǎo)致NTF惡化產(chǎn)生了問題、因此通過增強(qiáng)空氣室支撐支架的剛度、來對(duì)應(yīng)77Hz的問題。雖然頻率會(huì)因?yàn)檐噧?nèi)空腔長度變化而變化、但是這個(gè)模態(tài)是肯定會(huì)和前風(fēng)擋根部產(chǎn)生偶合的。其他的就是一般來說在這個(gè)頻段范圍內(nèi)、還有一個(gè)前后空腔共鳴的模態(tài)、那就是和后頂棚橫

50、梁共振偶合、一般在這個(gè)時(shí)候都通過在后橫梁處增加質(zhì)量塊或者是對(duì)后頂棚周邊結(jié)構(gòu)進(jìn)行補(bǔ)強(qiáng)來對(duì)應(yīng)這個(gè)問題。2)60-80Hz轟鳴聲對(duì)策、Cavity連成化単純共振C6051HzODS前後1次？2次？前後1次Hz這個(gè)案例中、前后空腔共鳴1(2?)階C11現(xiàn)狀対固有値UP：C11現(xiàn)狀対固有値Down：車體203040506080100周波數(shù)Hz懸架車體懸架頻率分布變化目標(biāo)凡例現(xiàn)狀固有値配列最適化音圧（dB）10203040506080100周波數(shù)HzDrumming頻率范圍効果后端模塊上下彎曲共振前地板膜共振Fr門左右共振尾門前后共振Fr頂棚橫梁共振前懸架簧下前后前懸架簧上上下Fr SUSP S/F上下R

51、r SUSP簧下前后Rr SUSP beam前后控制因素制御因子(各固有値)検討範(fàn)囲(Hz)最適化固有値配列(Hz)第1水準(zhǔn)第2水準(zhǔn)(現(xiàn)狀)第3水準(zhǔn)車體后端模塊上下彎曲共振222637.337.3前地板膜共振40456059.3Fr門左右共振19222921.8尾門前后共振34364037.7Fr頂棚橫梁共振41.55060.341.5懸架FR前懸架前后202528.525.0前懸架簧下上下2223.52524.1FrSUSP S/Frame上下4251.55959.0RR后懸架簧下前后18212321.0后懸架beam前后43.344.548.548.0根據(jù)整車模型的分析、對(duì)固有頻率分布進(jìn)行

52、優(yōu)化的實(shí)例。由于是聲腔體積變化引起的、所以控制靜態(tài)體積變化的對(duì)策方案很重要，同時(shí)對(duì)20-60Hz頻段范圍內(nèi)固有頻率分布的優(yōu)化也很有效果。比如說分散前頂棚橫梁的1階2階模態(tài)、對(duì)尾門的共振增加若干大幅增大后端模塊的彎曲共振降低后懸架簧下共振前副車架上下共振、后懸架beam前后共振增加前地板膜共等手段、來降低30-60Hz頻段范圍內(nèi)的音壓達(dá)B。而且在實(shí)車上驗(yàn)證也有效果。多変量解析Multivariate analysisC11現(xiàn)狀対固有値UP：車體203040537Input Pointmode controlOld Body bending modeNew Body bending mode1.H

53、igh rigidity for local ( mounting attachment points), and Low rigidity for global body. Compromised point will be 28Hz for bending/torsion 2. Recovery of drumming is mode controlMake node position closer to the input points(engine-mount, shock-abs)Lighter body structure for idle-vibration and drummi

54、nglocal rigidglobal soft30Hz28Hz1) Static cabin volume deformation control examples Keep NTF better by local rigid, and recover global bending by mode control2) dynamic mode control1) Then2) 3) 4) This is 5) 39Input Pointmode controlOld 12002011001000900800700600254033AC-on Idle rpmdrummingBody bend

55、ing/torsionhood, radiator, battery, Fr-strutback-door, steeringLock-up rpm2830Lock-up boom36Body Igen values distribution design for 4 Cylinder idle-vibration/Lock-up boom & drumming12kg weight increaseIdle vibrationIf idle speed is less than 750rpm, body bending/torsion resonance can be 28Hz12kg we

56、ight reduction possibleEngine rotation speed ( rpm )(Hz)30Hz 2) Light body structure with good NVH performanceCurrent design for idle-vibration, Lockup-boom, drummingBody bending/torsion1) Next is3) If Lock-up speedgo down to 1000rpm,bd/st resonance ishigher is better. But drumming islower is better

57、, then compromised target is36-38Hz2) 2)4) But we need care about the deviation of Body by mass-production like steel plate thickness, welding, paint-sealing, assemble mounting position error, etc.120020110010009008007006002540防振井桁Sub-frame固有値MAPBounce-1Bounce-2PitchElastic 1st/2ndElastic3rdVehicle-

58、A60Hz85Hz110HzVehicle-B70Hz90Hz110Hz165Hz(4WD)Vehicle-C52Hz68Hz80HzDesign targetAvoid drive-train torsion resonanceAvoid cabin cavity resonanceAvoid drive-train torsion and cabin cavityAvoid tire130Hz structure resonanceOVER -255HzAvoid tire cavity#2防振井桁Sub-frame固有値MAPBounce-1Bou后驅(qū)車的轟鳴聲問題對(duì)策后驅(qū)車的轟鳴聲問題

59、對(duì)策41High MtgLow Mtg0-30 degLow Mtg45 degRoll-Lateralcoupledhead-rollmodeRoll-LateralcoupledOilpan-rollmodeL4V60.5 orderIdle vib2nd,3rd orderIdle vibLateral shakeVerticalshakeBracketresonancedamping5Hz pureHydraulic is not goodDynamic-stiffness20/30HzHydr-with membrane 0-30DegIf rubber-Mtgr, 45deg is

60、 bestDynamic-stiffness20/30HzHydr-with membrane 0-30DegLow mount is best, becausehead roll come first than oilpan-roll mode frequency后驅(qū)車的怠速振動(dòng)、發(fā)動(dòng)機(jī)震顫對(duì)策High-mount is better for 250-800Hz noise because lower active side vibration and bracket resonance43High MtgLow MtgLow MtgRol42Rr MbrMtgP/Shaft geometr