懸架系統(tǒng)偏頻仿真方法誤差分析

懸架系統(tǒng)偏頻仿真方法誤差分張寶，蘇申1121懸架系統(tǒng)偏頻仿真方法誤差分張寶，蘇申1121關(guān)鍵詞：偏頻；仿真；試驗(yàn)ErrorAnalysisofSimulationMethodsForCalculationFrequencySuspensionZhangBao1,SUSheng2,GuoFuxiang1,Zhang(1.NAVECOLtd.;2.AutomotiveEngineeringResearchInstitute.NAC;Nanjing,210009)Abstract:Objective:Basedonthevehicle,thedifferentmodelingandsimulationmethodsareusedforcalculatingthenaturalfrequencyofthesuspensionsystem,theerrorsareanalyzedandamorepracticalsimulationmethodissummedup.Method:Theerrorsofthesimulationsusingdifferentsimplifiedmodelsareanalyzedbycombiningthemulti-bodydynamicsimulationmethodsandvehiclevibrationtests.Results:Comparedwiththevehiclevibrationtests,theerrorofthemethod1is6.6%,theerrorofthemethod2is5.4%,theerrorofthemethod3is2.8%;Conclusion:Thesimulationresultofmethod3matchesmorewiththeexperiment.Themodelingandsimulationmethod3isestablishedagreesmorewiththepracticalengineeringapplications.Keywords:Thenaturalfrequency;Simulation;Testing;Error2.11引型，對簧上偏頻進(jìn)行理論計(jì)算11Tab.1Therearsuspension212.33懸架在重力作用下自由落下[4][5]，記錄得到4所示。2.33懸架在重力作用下自由落下[4][5]，記錄得到4所示。Fig.1Thetwo-freedommodelofwhole懸架和輪胎（雙胎）串聯(lián)的等效彈簧剛度RR可由式（1）求得[3]KsKtKsRRFig.3Themulti-bodymodelofrearMfn式中M—簧上質(zhì)量，kg；1中的數(shù)據(jù)帶入到公式（2）中可以計(jì)算出簧上偏頻為1.55Hz。2.22按照表1中的數(shù)據(jù)進(jìn)行設(shè)置。Fig.4Thevibrationcurveofthecenterof2.4Fig.2Thetwo-freedommodelofrear采用Switchtolinearmodescontrols5Fig.5Themulti-bodymodelofwhole模型中的車架采用柔性體處理，利用Nastran計(jì)算生成車架模態(tài)中性文件MNF)，文件中包含了柔性體的幾何信息、2MNFADAMS息[6]ADAMS軟件中柔性體車架的頻MNFADAMS息[6]ADAMS軟件中柔性體車架的頻型進(jìn)行對比，驗(yàn)證MNF8Fig.8Theinstalllocationsofthe6Fig.6Theframe上方車架模型上建立一個Z向加速度測量信Fig.9Thevibrationtestingcurvesofthemeasurementpointonframe3.1采用簡化理論公式方法計(jì)算出的懸架166253果與樣車試驗(yàn)結(jié)果比較接近，誤差為Fig.7Thevibrationsimulationcurvesofthemeasurementpointonframe由圖7可知加速度衰減曲線的振動周期為0.62s，懸架偏頻為1.613Hz。2.5LMStestlab測試測試工況如圖8所示。10Fig.10Thecomparisonof33.2法3的仿真精度較高[7][8]。4結(jié)K&M系統(tǒng)，懸架系統(tǒng)和整3綜合考慮了整車轉(zhuǎn)動的偏頻誤差分析和準(zhǔn)主頻計(jì)算[J].汽車技王宇，秦峰，高連興.汽車懸架主要性能參數(shù)的匹配研究[J].拖拉機(jī)與農(nóng)