江铃全顺轻型客车液压悬置系统隔振特性研究

江铃全顺轻型客车液压悬置系统隔振特性研究The study on the vibration isolation characteristic of JX493ZQ Hydraulic Mount System 有效地隔离发动机的振动向车架的传递是汽车设计的一个重要问题，其对整车舒适性和噪声水平有决定性的影响。液压悬置作为悬置元件，在汽车上应用越来越多。本文结合江铃汽车集团公司课题<全顺轻型客车发动机液压悬置系统>开展研究，本文的主要研究工作和结果为：1.在阅读大量国内外参考文献的基础上，对发动机动力总成液压悬置元件的发展进行了系统的总结，并根据其结构进行了科学分类，较为详尽地阐述了各种液压悬置的工作原理，性能特点,并指出了其不足之处，以及今后的发展方向。对液压悬置系统的发展历史也作了简要的回顾，并指出了它的发展趋势。2.结合液压悬置样件就其结构和工作原理进行较详细的分析，然后给出其动特性的定义。3.建立了液压悬置的等效力学模型和橡胶悬置的力学模型，在此基础上建立了动力总成6 自由度的力学模型。分析了发动机激励的特点，运用Newmark 法进行了动力总成液压悬置系统稳态振动响应和瞬态工况，如汽车制动、转弯、路过不平路面和发动机起动等工况下动力总成的瞬态响应计算，绘制了在此工况下动力总成质心的振动响应曲线以及前左液压悬置、后橡胶悬置的动反力曲线，以及稳态工况下各悬置点上下加速度与频率的关系曲线， 最后还计算出动力总成液压悬置系统的振动传递率曲线。4.通过实验对动力总成的基本参数进行了测试，分别对动力总成重心的确定和质量惯性矩的计算进行了简要的介绍，最后给出实验结果。5.针对江铃JX493ZQ 动力总成液压悬置系统开展了动力总成刚体六阶模态测试和动力总成悬置系统隔振特性测试，研究了江铃全顺原车液压悬置系统的隔振特性并进行了分析，为以后产品的开发提供了有价值的参考依据。 第一章 绪论··················································································································11.1 动力总成悬置的理想动特性········································································11.2 动力总成悬置元件的发展历史····································································21.3 动力总成悬置系统的发展历史····································································71.4 本文的研究内容和意义··············································································10第二章 液压悬置的结构和工作原理··················································122.1 引言·············································································································122.2 液压悬置的结构和工作原理分析·····························································132.2.1 结构分析······························································································142.2.2 工作原理································································································162.3 液压悬置动特性的定义·············································································162.4 本章小结······································································································17第三章 动力总成液压悬置系统的建模及响应分析·························183.1 液压悬置等效模型的建立·········································································183.2 橡胶悬置模型的建立·················································································213.3 动力总成液压悬置系统的建模 ·····························································223.4 发动机激励分析·························································································283.5 动力总成液压悬置系统稳态振动响应分析··············································293.6 动力总成液压悬置系统瞬态振动响应分析··············································323.6.1 发动机起动时动力总成瞬态振动响应分析·········································323.6.2 汽车制动时动力总成瞬态振动响应分析·············································343.6.3 汽车转弯时动力总成瞬态振动响应分析·············································353.6.4 汽车通过不平路面时动力总成瞬态振动响应分析·····························363.7 动力总成液压悬置系统的振动传递率计算··············································373.8 本章小结·····································································································39第四章 动力总成基本参数测试··························································404.1 引言·············································································································404.2 重心位置的确定··························································································404.3 质量惯性矩的计算······················································································434.4 实验结果······································································································51第五章 动力总成-液压悬置系统隔振特性试验研究························525.1 概述············································································································525.2 动力总成刚体六阶模态测试·····································································535.2.1 实验仪器连接框图·················································································535.2.2 实验方法及步骤·····················································································545.2.3 分析与讨论·····························································································565.3 动力总成悬置系统隔振特性测试·····························································57