CN114906234A - Dynamic vibration absorption system matching method, dynamic vibration absorption system and automobile - Google Patents
Dynamic vibration absorption system matching method, dynamic vibration absorption system and automobile Download PDFInfo
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- CN114906234A CN114906234A CN202210606206.3A CN202210606206A CN114906234A CN 114906234 A CN114906234 A CN 114906234A CN 202210606206 A CN202210606206 A CN 202210606206A CN 114906234 A CN114906234 A CN 114906234A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D33/00—Superstructures for load-carrying vehicles
- B62D33/06—Drivers' cabs
- B62D33/0604—Cabs insulated against vibrations or noise, e.g. with elastic suspension
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D43/00—Spare wheel stowing, holding, or mounting arrangements
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
- F16F15/04—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using elastic means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
- F16F15/04—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using elastic means
- F16F15/08—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using elastic means with rubber springs ; with springs made of rubber and metal
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
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- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Transportation (AREA)
- Vehicle Body Suspensions (AREA)
- Vibration Prevention Devices (AREA)
Abstract
The application provides a dynamic vibration absorption system matching method, dynamic vibration absorption system and car, and the dynamic vibration absorption system includes spare tire assembly and elastic element, the spare tire assembly passes through near elastic element setting suspension behind the car, the method includes: acquiring the natural frequency of the pitching rigid body mode of the automobile cab; acquiring the automobile mass and the mass of a spare tire assembly; determining the elastic element first stiffness and first damping ratio based on the vehicle cab pitch rigid body modal natural frequency, the vehicle mass, and the spare tire mass. Through calculating and matching the parameters of the elastic elements under the actual condition of the automobile, the optimal elastic elements and the automobile spare tire are selected to jointly form a dynamic vibration absorption system, and the vibration of a frame near a rear suspension system under the pitching resonance speed of the cab is absorbed, so that the pitching vibration of the automobile cab is more accurately reduced, and the comfort of drivers and passengers is improved.
Description
Technical Field
The invention belongs to the field of automobiles, and particularly relates to a dynamic vibration absorption system matching method, a dynamic vibration absorption system and an automobile.
Background
In the running process of the truck, due to radial runout, dynamic balance and excitation of a road surface of a rear wheel tire assembly, a pitching mode of a cab is excited to generate resonance, so that the comfort of the truck is influenced. In the prior art, the vibration of the rear wheels is reduced through a rear suspension system and a cab suspension system, but the pitching natural frequency of the cab is generally between 5Hz and 8Hz, and the frequency range is basically in the vibration amplification area of the rear suspension system and the cab suspension system. If the vibration isolation area of the rear suspension system is adjusted to be lower than 5Hz, the bearing performance of the automobile is reduced, and the vibration isolation area of the cab suspension system is adjusted to be lower than 5Hz, so that the cab suspension system needs to be greatly changed, and the total arrangement difficulty and the cost are increased.
Therefore, how to accurately reduce the pitching vibration of the cab of the automobile becomes an urgent technical problem to be solved.
Disclosure of Invention
In order to solve the technical problem of how to accurately reduce the pitching vibration of the cab of the automobile stated in the background technology, the application provides a dynamic vibration absorption system matching method, a dynamic vibration absorption system and an automobile.
According to a first aspect, an embodiment of the present application provides a dynamic-vibration absorbing system matching method, the dynamic-vibration absorbing system including a spare tire assembly and an elastic element, the spare tire assembly being disposed near a rear suspension of an automobile through the elastic element, the method including: acquiring the natural frequency of the pitching rigid body mode of the automobile cab; acquiring the automobile mass and the mass of a spare tire assembly; determining the elastic element first stiffness and first damping ratio based on the auttombilism cab pitch rigid body modal natural frequency, the car mass, and the spare tire assembly mass.
Further, the determining the shock absorber system first stiffness and first damping ratio based on the vehicle cab pitch rigid body mode natural frequency, the vehicle mass, and the spare tire assembly mass comprises: determining a first stiffness of the resilient element based on the auttombilism cab pitch rigid body modal natural frequency and the spare tire assembly mass; a first damping ratio of the resilient element is determined based on the mass of the spare tire assembly and the mass of the vehicle.
Further, the method further comprises: carrying out loading mode test on an elastic element with the first rigidity and the first damping ratio; calculating a second stiffness and a second damping ratio of the elastic element under a modal test; and comparing the first rigidity and the first damping ratio with the second rigidity and the second damping ratio to determine the value range of the first rigidity and the first damping ratio.
Further, after the determining the value ranges of the first stiffness and the first damping ratio, the method includes: testing the first rigidity and the first damping ratio in the value range at a preset vehicle speed; acquiring first vibration information in a test; and selecting an optimal value in the value range based on the first vibration information.
Further, the method further comprises: determining a preset vehicle speed range of the preset vehicle speed based on the preset vehicle speed; testing the first rigidity and the first damping ratio in the value range in a preset vehicle speed range; acquiring second vibration information under different vehicle speeds; and selecting an optimal value in the value range based on the second vibration information.
Further, the automobile quality comprises: the mass of the whole automobile except the dynamic vibration absorption system when the automobile is unloaded and the mass of the whole automobile except the dynamic vibration absorption system when the automobile is half loaded.
Further, the determining the elastic element damping ratio based on the mass of the spare tire and the mass of the automobile comprises: determining a second damping ratio based on the mass of the whole automobile except the dynamic vibration absorption system and the mass of the spare tire when the automobile is unloaded; determining a third damping ratio based on the mass of the whole automobile except the dynamic vibration absorption system and the mass of the spare tire when the automobile is at half load; determining an optimal damping ratio based on the second damping ratio and the third damping ratio.
According to another aspect of embodiments of the present application, there is provided a dynamic vibration absorbing system control apparatus including: the first acquisition module is used for acquiring the natural frequency of the pitching rigid body mode of the automobile cab; the second acquisition module is used for acquiring the automobile quality and the spare tire quality; a determination module to determine the spring element stiffness and damping ratio based on the vehicle cab pitch rigid body modal natural frequency, the vehicle mass, and the spare tire mass.
According to another aspect of embodiments of the present application, there is provided a dynamic-vibration absorbing system including a spare tire of a vehicle, the spare tire being disposed near a rear suspension of the vehicle by an elastic element, and the parameter of the elastic element being determined by any one of the dynamic-vibration absorbing system matching methods described above.
According to another aspect of the embodiments of the present application, there is provided an automobile including the aftertreatment system described above.
In this application embodiment, through calculating the parameter of elastic element under the matching automobile actual conditions, and carry out the timing experiment, choose for use optimum elastic element and car spare tyre to constitute the dynamic vibration absorption system jointly, set up near the suspension behind the cargo vehicle with the bump leveller system, absorb the vibration of near frame of back suspension system under the driver's cabin every single move resonance speed of a motor vehicle, match and correspond optimum bump leveller system based on automobile actual conditions, with better reduction auttombilism every single move vibration, driver and crew's travelling comfort has been promoted.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and together with the description, serve to explain the principles of the invention.
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without inventive exercise.
FIG. 1 is a schematic diagram of an alternative hardware environment in accordance with embodiments of the present invention;
FIG. 2 is an alternative flow diagram according to an embodiment of the present application;
FIG. 3 is another alternative flow diagram according to an embodiment of the present application;
FIG. 4 is another alternative flow diagram according to an embodiment of the present application;
FIG. 5 is a block diagram of an alternative control device according to an embodiment of the present application;
fig. 6 is a block diagram of an alternative electronic device according to an embodiment of the present application.
Detailed Description
In order to make the technical solutions better understood by those skilled in the art, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only partial embodiments of the present application, but not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
It should be noted that the terms "first," "second," and the like in the description and claims of this application and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the application described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
According to an aspect of an embodiment of the present application, there is provided a dynamic vibration absorbing system matching method. Alternatively, in this embodiment, the method described above may be applied to a hardware environment formed by the terminal 102 and the server 104 as shown in fig. 1. As shown in fig. 1, the server 104 is connected to the terminal 102 through a network, which may be used to provide services for the terminal or a client installed on the terminal, may be provided with a database on the server or independent from the server, may be used to provide data storage services for the server 104, and may also be used to handle cloud services, and the network includes but is not limited to: the terminal 102 is not limited to a PC, a mobile phone, a tablet computer, a vehicle-mounted computer, etc. The method of the embodiment of the present application may be executed by the server 104, the terminal 102, or both the server 104 and the terminal 102. The terminal 102 may execute the control method according to the embodiment of the present application by a client installed thereon.
As mentioned in the background, the prior art reduces the rear wheel vibration usually through the rear suspension system and the cab suspension system, but the natural cab pitch frequency is generally between 5Hz and 8Hz, and the frequency range is basically in the vibration amplification area of the rear suspension system and the cab suspension system. If the vibration isolation area of the rear suspension system is adjusted to be lower than 5Hz, the bearing performance of the automobile is reduced, and the vibration isolation area of the cab suspension system is adjusted to be lower than 5Hz, so that the cab suspension system needs to be greatly changed, and the total arrangement difficulty and the cost are increased. The dynamic vibration absorber has better vibration reduction effect on 5 Hz-8 Hz vibration. A dynamic vibration absorber is an apparatus that absorbs vibration energy of an object using a resonance system to reduce vibration of the object. The basic principle of a dynamic vibration absorber is to attach a mass-spring resonance system to a vibrating object, and the reaction force generated by the additional mass-spring resonance system at the time of resonance can reduce the vibration of the vibrating object. The system consisting of the vibrating body and the mass-spring resonance system together can be regarded as consisting of a spring-damped main system (i.e. the vibrating body) and an additional spring system (mass-spring resonance system). The additional spring system produces a vibration 180 out of phase with the spring damping primary system, thereby counteracting the vibration of the spring damping primary system at a certain frequency. Therefore, the spring system can be added in the spare tire mounting and fixing device of the automobile, and the spare tire is modified into the dynamic vibration absorber, so that the vibration of the frame at the rear wheel is reduced, the pitching resonance of the cab is avoided, but the vibration reduction effect of the dynamic vibration absorber which is mounted in advance is different under different automobiles and different states, such as half load and no load, and the purpose of reducing the cab vibration is not achieved. Based on the inventor proposes a dynamic-vibration-absorbing system matching method, taking the terminal 102 and/or the server 104 to execute the dynamic-vibration-absorbing system matching method in the present embodiment as an example, fig. 2 is a schematic flow chart of a dynamic-vibration-absorbing system matching method according to an embodiment of the present application, and as shown in fig. 2, the flow chart of the method may include the following steps:
and S202, acquiring the natural frequency of the pitching rigid body mode of the automobile cab.
And S204, acquiring the automobile mass and the spare tire assembly mass.
Step S206, determining a first rigidity and a first damping ratio of the elastic element based on the natural frequency of the pitching rigid body mode of the automobile cab, the mass of the automobile and the mass of the spare tire.
Through the steps S202 to S206, parameters of the elastic elements under the actual condition of the automobile are calculated and matched, a calibration test is carried out, the optimal elastic elements and the spare tire of the automobile are selected to jointly form a dynamic vibration absorption system, the vibration absorber system is arranged near the rear suspension of the truck, the vibration of a frame near the rear suspension system under the pitching resonance speed of the cab is absorbed, the corresponding optimal vibration absorber system is matched based on the actual condition of the automobile, the pitching vibration of the automobile cab is reduced better, and the comfort of drivers and passengers is improved.
For the technical solution in step S202, the natural frequency is that when the object is free to vibrate, the displacement of the object changes according to sine or cosine law with time, and the frequency of vibration is not related to the initial condition, but only related to the inherent characteristics of the system (such as quality, shape, material, etc.). The pitching rigid body modal natural frequency of the cab can be measured by adopting a hammering modal test, the working modal test of the cab is carried out, and the pitching rigid body modal natural frequency of the cab is finally determined. The acquired natural frequency can determine the actual vibration condition of the automobile, and further can accurately damp vibration.
For the technical solution in step S204, the mass of the spare tire assembly, i.e., the total mass of the dynamic vibration absorbing system, can accurately obtain the vibration condition of the vehicle according to the total mass of the vibration absorber system and the mass of the vehicle, and determine the vehicle vibration to be eliminated.
In the technical scheme in the step S206, the actual vibration condition of the automobile is integrated, the stiffness and the damping ratio of the elastic element are calculated and used as the first stiffness and the first damping ratio, and the required parameters of the elastic element can be obtained to match the automobile for accurate vibration reduction, so that the pitching vibration of the automobile cab is reduced better, and the comfort of drivers and passengers is improved. Illustratively, calculating an elastic element parameter using a formula from a cabin pitch rigid body modal natural frequency, a vehicle mass, and a spare tire mass, determining the shock absorber system first stiffness and first damping ratio based on the cabin pitch rigid body modal natural frequency, the vehicle mass, and the spare tire mass comprises: determining a first stiffness of the resilient element based on the auttombilism cab pitch rigid body modal natural frequency and the mass of the spare tire; a first damping ratio of the elastic element is determined based on the mass of the spare tire and the mass of the vehicle.
After the theoretical value is calculated, because the elastic element has about ten percent of vibration error in the actual production process, which is difficult to avoid, the whole dynamic vibration absorption system needs to be further optimized and selected to achieve more accurate automobile vibration absorption. Illustratively, referring to fig. 3, the dynamic vibration absorbing system matching method further includes the steps of:
s302, carrying out loading mode test on the elastic element with the first rigidity and the first damping ratio.
S304, calculating a second rigidity and a second damping ratio of the elastic element under the modal test.
S306, comparing the first rigidity and the first damping ratio with the second rigidity and the second damping ratio, and determining the value range of the first rigidity and the first damping ratio.
For the technical scheme in step S302, the loading mode test is performed on the elastic element parameters calculated theoretically, the mode test obtains a response signal by measuring the system with given excitation, and then the mode parameters of the system are obtained by applying a mode parameter identification method.
And for the technical scheme in the step S304, taking the calculated rigidity and damping ratio as given quantities of modal testing to obtain modal parameters, and taking the obtained rigidity and damping ratio as a second rigidity and a second damping ratio.
For the technical scheme in step S306, the elastic element parameter after the modal test and the calculated elastic element parameter are directly the error value in the actual work, and by comparing the parameters, the value range of the elastic element parameter can be determined, so that the dynamic vibration absorption system can more accurately perform vibration reduction corresponding to the actual condition of the automobile.
As a more specific example, in order to match different actual conditions of the automobile, such as different vibration information at high speed and low speed, after performing modal testing on the elastic element parameters, a selected range of the elastic element parameters is obtained, and the optimal elastic element parameters at a preset vehicle speed can be tested by means of a preset vehicle speed, and the method exemplarily includes: testing the first rigidity and the first damping ratio in the value range at a preset vehicle speed; acquiring first vibration information in a test; and selecting an optimal value in the value range based on the first vibration information. According to the method, the optimal value in the parameter range of the elastic element is selected according to the vehicle vibration condition under the condition of the preset vehicle speed as first vibration information, so that the optimal vibration reduction effect is achieved, vibration reduction is accurately carried out, and the driving comfort is improved.
As a further example, the frequencies of resonance generated by pitching of the cab are different based on the difference of the vehicle speeds under the same road surface condition during the driving process, and in order to accurately achieve the vibration damping effect, the elastic element matching parameters can be further optimized according to the difference of the vehicle speeds, and an optimal vibration damping scheme is selected, wherein the method exemplarily comprises the following steps: determining a preset vehicle speed range based on the preset vehicle speed; testing the first rigidity and the first damping ratio in the value range in a preset vehicle speed range; acquiring second vibration information under different vehicle speeds; and selecting an optimal value in the value range based on the second vibration information. And selecting a preset vehicle speed range based on the preset vehicle speed to adapt to the change of the vehicle speed in the driving process, and optimizing a matching method by taking the vibration information in the preset vehicle speed range as second vibration information to achieve the optimal vibration reduction effect.
As a more specific example, when the vehicle is under different loads, the vibration generated by the vehicle is also different, the vibration absorption system parameters can be further optimized according to the load, and in the process of calculating the elastic element, obtaining the vehicle mass may include: the mass of the whole automobile except the dynamic vibration absorption system when the automobile is unloaded and the mass of the whole automobile except the dynamic vibration absorption system when the automobile is half loaded. When the load of the vehicle is smaller, the pitching vibration of the cab of the vehicle is more serious, and the vibration of the cab of the vehicle is weaker under the condition that the vehicle is fully loaded without adjustment, so that the mass of the whole vehicle except for the dynamic vibration absorption system when the vehicle is unloaded and the mass of the whole vehicle except for the dynamic vibration absorption system when the vehicle is half loaded are obtained as references, the parameters of the elastic element are calculated, the vibration under the corresponding condition of the vehicle is matched, and the optimal vibration reduction effect is achieved.
Exemplary, determining the elastic element damping ratio based on the mass of the spare tire and the mass of the vehicle comprises: determining a second damping ratio based on the mass of the whole automobile except the dynamic vibration absorption system and the mass of the spare tire when the automobile is unloaded; determining a third damping ratio based on the mass of the whole automobile except the dynamic vibration absorption system and the mass of the spare tire when the automobile is at half load; determining an optimal damping ratio based on the second damping ratio and the third damping ratio. The half-load and no-load conditions of the automobile are used as interval end points, corresponding elastic element parameters are respectively calculated, a better value range of the elastic element parameters can be obtained, and the pitching vibration of the cab is reduced by matching the optimal elastic element with the load of the automobile according to the actual condition.
As a more specific example, the vibration absorbing system is composed of a spare tire and an elastic element of an automobile, and the vibration of the cab is caused by the radial run of the rear wheel tire assembly, the dynamic balance and the excitation of the road surface, so that the pitching mode of the cab is excited to generate resonance. Therefore, the vibration absorbing system is preferably arranged near the rear suspension of the automobile to counteract the radial runout of the rear wheel tire assembly, the frequency of the vibration is only related to the inherent characteristics (such as mass, shape, material and the like) of the system, and the acquiring of the inherent frequency of the pitching rigid body mode of the automobile cab comprises the following steps: the mass of the automobile except the vibration absorbing system; and determining the natural frequency of the pitching rigid body mode of the automobile cab based on the mass of the part of the automobile except the vibration absorbing system. The frequency of the vibration is determined based on the original mass of the vehicle without the vibration absorbing system installed.
As a more specific example, referring to fig. 4, the dynamic vibration absorption system matching method measures the cab pitch rigid body mode natural frequency f0 by using a hammering mode test, and performs a cab working mode test to finally determine the cab pitch rigid body mode natural frequency f. And (3) calculating the vehicle speed v of the pitching resonance of the cab according to the f, and testing the pitching vibration of the cab with the vehicle speed v of v-10km/h, v-5km/h, v +5km/h and v +10km/h by taking the vehicle speed v as a center. According to the natural frequency f of the pitching rigid body mode of the cab, the mass m1 of the spare tire assembly and the mass m2 of the vehicle total spare tire assembly, according to the formula k 1 ＝m 1 ×(2πf) 2 The dynamic damper stiffness k1 is calculated,
and calculating the damping ratio delta of the dynamic vibration absorber. After manufacturing elastic elements of the dynamic vibration absorber, loading the dynamic vibration absorber for modal testing, calculating the natural frequency and the damping ratio of the dynamic vibration absorber, comparing the natural frequency with f and delta, and selecting three sets of elastic and damping elements with the frequency f1 equal to f and the frequency delta 1 equal to (or close to) delta-, delta and delta + for real-vehicle testing. And testing the pitching vibration of the cab with the vehicle speeds of the three sets of sample pieces being v-10km/h, v-5km/h, v +5km/h and v +10km/h, and performing comparative analysis and subjective evaluation to determine a final vibration reduction scheme.
Furthermore, the embodiment of the present application further provides a dynamic-vibration absorbing system, which includes a spare tire of an automobile and an elastic element, wherein the spare tire is disposed near a rear suspension of the automobile through the elastic element, and parameters of the elastic element are determined by the matching method of the dynamic-vibration absorbing system according to any one of the above embodiments.
It should be noted that the implementation manner of the matching embodiment of the dynamic vibration absorbing system is also applicable to the embodiment of the dynamic vibration absorbing system, and the same technical effect can be achieved, which is not described herein again.
Furthermore, an automobile is further provided in an embodiment of the present application, including the above-mentioned aftertreatment system disclosed in the present application.
It should be noted that the automobile is an automobile including the aftertreatment system, and the implementation manner of the embodiment of the aftertreatment system is also applicable to the embodiment of the automobile, and the same technical effect can be achieved, which is not described herein again.
It should be noted that, for simplicity of description, the above-mentioned method embodiments are described as a series of acts or combination of acts, but those skilled in the art will recognize that the present application is not limited by the order of acts described, as some steps may occur in other orders or concurrently depending on the application. Further, those skilled in the art should also appreciate that the embodiments described in the specification are preferred embodiments and that the acts and modules referred to are not necessarily required for this application.
Through the above description of the embodiments, those skilled in the art can clearly understand that the method according to the above embodiments can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware, but the former is a better implementation mode in many cases. Based on such understanding, the technical solutions of the present application or portions contributing to the prior art may be embodied in the form of a software product, where the computer software product is stored in a storage medium (e.g., a ROM (Read-Only Memory)/RAM (Random Access Memory), a magnetic disk, an optical disk), and includes several instructions for enabling a terminal device (which may be a mobile phone, a computer, a server, or a network device, etc.) to execute the method described in the embodiments of the present application.
According to another aspect of the embodiments of the present application, there is also provided a control apparatus for implementing the matching of the dynamic vibration absorbing system described above. Fig. 5 is a schematic diagram of an alternative dynamic-vibration absorbing system matching control method apparatus according to an embodiment of the present application, which may include, as shown in fig. 5:
a first obtaining module 502, configured to obtain a natural frequency of a pitch rigid body mode of the cab.
And a second obtaining module 506, configured to obtain the mass of the automobile and the mass of the spare tire.
A determining module 506 for determining the elastic element stiffness and damping ratio based on the vehicle cab pitch rigid body modal natural frequency, the vehicle mass, and the spare tire mass.
It should be noted that the first obtaining module 502 in this embodiment may be configured to execute the step S202, the second obtaining module 504 in this embodiment may be configured to execute the step S204, and the determining module 506 in this embodiment may be configured to execute the step S206.
It should be noted here that the modules described above are the same as the examples and application scenarios implemented by the corresponding steps, but are not limited to the disclosure of the above embodiments. It should be noted that the modules described above as a part of the apparatus may be operated in a hardware environment as shown in fig. 1, and may be implemented by software, or may be implemented by hardware, where the hardware environment includes a network environment.
According to yet another aspect of embodiments of the present application, there is also provided an electronic device, which may be a server, a terminal, or a combination thereof, for implementing the dynamic-vibration-absorbing system matching method described above.
Fig. 6 is a block diagram of an alternative electronic device according to an embodiment of the present application, as shown in fig. 6, including a processor 602, a communication interface 604, a memory 606, and a communication bus 608, where the processor 602, the communication interface 604, and the memory 606 communicate with each other through the communication bus 608, where,
a memory 606 for storing computer programs;
the processor 602, when executing the computer program stored in the memory 606, implements the following steps:
acquiring the natural frequency of the pitching rigid body mode of the automobile cab;
acquiring the automobile mass and the mass of a spare tire assembly;
determining the elastic element first stiffness and first damping ratio based on the auttombilism cab pitch rigid body modal natural frequency, the car mass, and the spare tire assembly mass.
Alternatively, in this embodiment, the communication bus may be a PCI (Peripheral Component Interconnect) bus, an EISA (Extended Industry Standard Architecture) bus, or the like. The communication bus may be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, only one thick line is shown in FIG. 6, but this is not intended to represent only one bus or type of bus.
The communication interface is used for communication between the electronic equipment and other equipment.
The memory may include RAM, and may also include non-volatile memory (non-volatile memory), such as at least one disk memory. Alternatively, the memory may be at least one memory device located remotely from the processor.
As an example, as shown in fig. 6, the memory 602 may include, but is not limited to, the first acquiring module 502, the second module 504 and the determining module 506 in the dynamic vibration absorbing system control apparatus. In addition, other module units in the control device of the dynamic vibration absorbing system may be included, but not limited thereto, and are not described in detail in this example.
The processor may be a general-purpose processor, and may include but is not limited to: a CPU (Central Processing Unit), an NP (Network Processor), and the like; but also a DSP (Digital Signal Processing), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array) or other Programmable logic device, discrete Gate or transistor logic device, discrete hardware component.
Optionally, the specific examples in this embodiment may refer to the examples described in the above embodiments, and this embodiment is not described herein again.
It can be understood by those skilled in the art that the structure shown in fig. 6 is only an illustration, and the device implementing the dynamic vibration absorbing system matching method may be a terminal device, and the terminal device may be a terminal device such as a smart phone (e.g., an Android phone, an iOS phone, etc.), a tablet computer, a palm computer, a Mobile Internet Device (MID), a PAD, a vehicle-mounted computer, etc. Fig. 6 is a diagram illustrating the structure of the electronic device. For example, the terminal device may also include more or fewer components (e.g., network interfaces, display devices, etc.) than shown in FIG. 6, or have a different configuration than shown in FIG. 6.
Those skilled in the art will appreciate that all or part of the steps in the methods of the above embodiments may be implemented by a program instructing hardware associated with the terminal device, where the program may be stored in a computer-readable storage medium, and the storage medium may include: flash disk, ROM, RAM, magnetic or optical disk, and the like.
According to still another aspect of an embodiment of the present application, there is also provided a storage medium. Alternatively, in the present embodiment, the above-described storage medium may be used for program codes for executing the dynamic vibration absorber matching method.
Optionally, in this embodiment, the storage medium may be located on at least one of a plurality of network devices in a network shown in the above embodiment.
Optionally, in this embodiment, the storage medium is configured to store program code for performing the following steps:
acquiring the natural frequency of the pitching rigid body mode of the automobile cab;
acquiring the automobile mass and the mass of a spare tire assembly;
determining the elastic element first stiffness and first damping ratio based on the auttombilism cab pitch rigid body modal natural frequency, the car mass, and the spare tire assembly mass.
Optionally, the specific example in this embodiment may refer to the example described in the above embodiment, which is not described again in this embodiment.
Optionally, in this embodiment, the storage medium may include but is not limited to: various media capable of storing program codes, such as a U disk, a ROM, a RAM, a removable hard disk, a magnetic disk, or an optical disk.
The above-mentioned serial numbers of the embodiments of the present application are merely for description and do not represent the merits of the embodiments.
The integrated unit in the above embodiments, if implemented in the form of a software functional unit and sold or used as a separate product, may be stored in the above computer-readable storage medium. Based on such understanding, the technical solution of the present application may be substantially implemented or a part of or all or part of the technical solution contributing to the prior art may be embodied in the form of a software product stored in a storage medium, and including instructions for causing one or more computer devices (which may be personal computers, servers, network devices, or the like) to execute all or part of the steps of the method described in the embodiments of the present application.
In the above embodiments of the present application, the descriptions of the respective embodiments have respective emphasis, and for parts that are not described in detail in a certain embodiment, reference may be made to related descriptions of other embodiments.
In the several embodiments provided in the present application, it should be understood that the disclosed client may be implemented in other manners. The above-described embodiments of the apparatus are merely illustrative, and for example, the division of the units is only one type of division of logical functions, and there may be other divisions when actually implemented, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, units or modules, and may be in an electrical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, and may also be distributed on a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution provided in the embodiment.
In addition, functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.
The foregoing is only a preferred embodiment of the present application and it should be noted that those skilled in the art can make several improvements and modifications without departing from the principle of the present application, and these improvements and modifications should also be considered as the protection scope of the present application.
Claims (10)
1. A dynamic vibration absorbing system matching method, said dynamic vibration absorbing system including a spare tire assembly and an elastic element, said spare tire assembly being disposed near a rear suspension of an automobile through the elastic element, said method comprising:
acquiring the natural frequency of the pitching rigid body mode of the automobile cab;
acquiring the automobile mass and the mass of a spare tire assembly;
determining the elastic element first stiffness and a first damping ratio based on the auttombilism cabin pitching rigid body modal natural frequency, the automobile mass and the mass of the spare tire assembly.
2. The dynamic-vibration-absorbing system matching method of claim 1 wherein said determining said vibration-absorber system first stiffness and first damping ratio based on said vehicle-cab-pitch rigid-body modal natural frequency, said vehicle mass, and said spare-tire assembly mass comprises:
determining a first stiffness of the resilient element based on the auttombilism cab pitch rigid body modal natural frequency and the spare tire assembly mass;
a first damping ratio of the resilient element is determined based on the mass of the spare tire assembly and the mass of the vehicle.
3. The dynamic vibration absorbing system matching method of claim 2 wherein the method further comprises:
carrying out loading mode test on an elastic element with the first rigidity and the first damping ratio;
calculating a second stiffness and a second damping ratio of the elastic element under a modal test;
and comparing the first rigidity and the first damping ratio with the second rigidity and the second damping ratio to determine the value range of the first rigidity and the first damping ratio.
4. The dynamic vibration absorbing system matching method according to claim 3 wherein after said determining the range of values for the first stiffness and the first damping ratio comprises:
testing the first rigidity and the first damping ratio in the value range at a preset vehicle speed;
acquiring first vibration information in a test;
and selecting an optimal value in the value range based on the first vibration information.
5. The dynamic vibration absorbing system matching method of claim 4 wherein said method further comprises:
determining a preset vehicle speed range of the preset vehicle speed based on the preset vehicle speed;
testing the first rigidity and the first damping ratio in the value range in a preset vehicle speed range;
acquiring second vibration information under different vehicle speeds;
and selecting an optimal value in the value range based on the second vibration information.
6. The dynamic vibration absorbing system matching method according to claim 2 wherein said vehicle mass comprises:
the mass of the whole automobile except the dynamic vibration absorption system when the automobile is unloaded and the mass of the whole automobile except the dynamic vibration absorption system when the automobile is half loaded.
7. The dynamic vibration absorbing system matching method according to claim 6 wherein said determining said elastic element damping ratio based on said mass of said spare tire and said mass of said vehicle comprises:
determining a second damping ratio based on the mass of the whole automobile except the dynamic vibration absorption system and the mass of the spare tire when the automobile is in no load;
determining a third damping ratio based on the mass of the whole automobile except the dynamic vibration absorption system and the mass of the spare tire when the automobile is at half load;
determining an optimal damping ratio based on the second damping ratio and the third damping ratio.
8. A dynamic vibration absorbing system control apparatus, comprising:
the first acquisition module is used for acquiring the natural frequency of the pitching rigid body mode of the automobile cab;
the second acquisition module is used for acquiring the automobile quality and the spare tire quality;
a determination module to determine the spring element stiffness and damping ratio based on the vehicle cab pitch rigid body modal natural frequency, the vehicle mass, and the spare tire mass.
9. A dynamic-vibration absorbing system, characterized in that said dynamic-vibration absorbing system comprises a spare tire of a vehicle, said spare tire being disposed in the vicinity of a rear suspension of the vehicle by means of an elastic element, the parameters of said elastic element being determined by the dynamic-vibration absorbing system matching method according to any one of claims 1 to 7.
10. An automobile comprising the dynamic vibration absorbing system of claim 9.
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