共查询到17条相似文献,搜索用时 179 毫秒
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传统的悬置系统参数优化方法容易使优化结果陷入局部最优,遗传算法因其易于早熟收敛而限制了实际优化效果,为此提出使用混沌免疫遗传算法对汽车动力总成悬置系统参数进行优化设计。优化设计中,以动力总成悬置系统六自由度能量解耦为目标函数,以悬置刚度和安装角度为优化变量,并考虑悬置系统的模态频率匹配、能量解耦率、悬置静态剪切和压缩变形等约束条件。优化结果表明,基于设计的寻优方法,改善动力总成悬置系统与整车匹配程度,提高动力总成悬置系统的隔振性能。 相似文献
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建立汽车动力总成悬置系统六自由度动力学模型,并以能量解耦率最大和各悬置点的振动传递率最小为目标对某轿车动力总成悬置的刚度参数进行优化设计.优化结果表明,总成各方向的振动解耦程度都得到了极大提高,固有频率分配更趋合理,共振频带宽度减小了15%,各悬置点的振动传递率平均减小了10%,改善了动力总成系统的NVH性能,取得了明显效果. 相似文献
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为避免传统优化算法在对汽车动力总成悬置系统优化中陷入局部最优解,采用遗传算法对其进行优化。在深入分析设计变量选取、约束函数的提取及目标函数的选取原则基础上,以悬置刚度为优化变量、固有频率的范围和固有频率之差为约束函数、六自由度方向的解耦率为目标函数,利用MATLAB平台的遗传算法进行优化。开发基于遗传算法汽车动力总成悬置系统解耦优化系统,并对某型号汽车动力总成系统优化。优化结果表明:系统的固有频率的分配和解耦率得到极大的改善,效率和精度都得到很大的提升。 相似文献
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目的分析部分解耦的2R1T并联机构驱动副旋量特征,从而设计一类新型的部分解耦的RxPzRy型2R1T并联机构。方法基于完全解耦的并联机构的输入输出关系,将动平台角速度在定坐标系轴线方向的分量,变换为XYZ欧拉角角速度分量,得到角速度的完全解耦的分块雅可比矩阵,得到具有多个转动自由度机构的输出与输入部分解耦的关系。结果设计了一种新型部分解耦2R1T并联机构,分析表明该机构部分解耦。结论对于RxPzRy型2R1T并联机构在解耦设计时,使用旋量理论得到的关于角速度的雅克比矩阵不适用于具有多个转动自由度的并联机构完全解耦设计,使用文中提出的变换矩阵将其变换为关于欧拉角的角速度的雅克比矩阵,可以得到相应的对角矩阵,这种方法可以用来对具有多个转动自由度的并联机构完全解耦设计。 相似文献
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汽车悬架及司机座椅动态参数优化 总被引:6,自引:1,他引:6
汽车悬架及司机座椅动态参数对汽车行驶的平顺性有着重要影响。本文以八自由度三维空间质弹系统作为汽车振动系统的力学模型,用前后四轮路面随机激励作为系统输入,对车厢及司机座椅的输入功率谱进行分析,在此基础上对该模型的悬架及司机座椅动态参数进行优化,并给出悬架参数及司机座椅参数的优化结果。 相似文献
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Conventional finite element analysis of plates with fastener holes requires many degrees of freedom in the assembled structure model. The assumed-stress hybrid method is proposed as an alternative. The formulation is presented for a new hybrid element which simulates elastic behavior near a fastener hole, permitting greater efficiency in concentration of mesh refinement in regions where stress gradients are high and resulting in a significant reduction of total degrees of freedom. Performance tests demonstrate that the new element is capable of simulating both open and loaded fastener holes. Some recent example applications are mentioned. 相似文献
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Ping Lou Qing‐yuan Zeng 《International journal for numerical methods in engineering》2005,62(3):435-474
Vehicle, track and bridge are considered as an entire system in this paper. Two types of vertical vehicle model are described. One is a one foot mass–spring–damper system having two‐degree‐of‐freedom, and the other is four‐wheelset mass–spring–damper system with two‐layer suspension systems possessing 10‐degree‐of‐freedom. For the latter vehicle model, the eccentric load of car body is taken into account. The rails and the bridge deck are modelled as an elastic Bernoulli–Euler upper beam with finite length and a simply supported Bernoulli–Euler lower beam, respectively, while the elasticity and damping properties of the rail bed are represented by continuous springs and dampers. The dynamic contact forces between the moving vehicle and rails are considered as internal forces, so it is not necessary to calculate the internal forces for setting up the equations of motion of the vehicle–track–bridge interaction system. The two types of equations of motion of finite element form for the entire system are derived by means of the principle of a stationary value of total potential energy of dynamic system. The proposed method can set up directly the equations of motion for sophisticated system, and these equations can be solved by step‐by‐step integration method, to obtain simultaneously the dynamic responses of vehicle, of track and of bridge. Illustration examples are given. Copyright 2004 © John Wiley & Sons, Ltd. 相似文献