CN107977497A - Vibration insulating system parameter optimization method in a kind of Electric Motor Wheel wheel - Google Patents
Vibration insulating system parameter optimization method in a kind of Electric Motor Wheel wheel Download PDFInfo
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Abstract
The invention discloses vibration insulating system parameter optimization method in a kind of Electric Motor Wheel wheel, include the following steps：Step 1：Establish comprising 1/4 damping type Electric Motor Wheel vehicle Three Degree Of Freedom linear oscillator model of vibration insulating system in wheel and the 1/4 original Electric Motor Wheel vehicle two degrees of freedom linear oscillator model without vibration insulating system in wheel；Step 2：Establish objective appraisal function；Step 3：Establish restrictive condition and find optimal objective function.Vibration insulating system parameter optimization method in Electric Motor Wheel wheel of the present invention, can be with time domain and frequency domain collaboration optimization, and Optimized Matching damper spring stiffness and damper damped coefficient, to reduce the vertical vibration of impact and wheel and vehicle body of the road excitation to wheel hub motor, improve vehicle ride performance and security.
Description
Technical Field
The invention relates to the field of parameter optimization of a vibration reduction system in a wheel of a vehicle, in particular to a parameter optimization method of a vibration reduction system in an electric wheel.
Background
The vibration reduction system such as a vibration reduction spring, a damping vibration absorber and the like is an important component for reducing vertical vibration of each system of the vehicle and improving the running smoothness of the vehicle, and has the main task of relieving the vertical impact action of a road surface and finishing vibration reduction between adjacent components, so that the running smoothness and safety of the vehicle are ensured, and the service life of important components is prolonged. For the electric wheel vehicle, the introduction of the hub motor driving system increases the unsprung mass of the vehicle, which leads to a series of negative effect problems of reduced vehicle running smoothness, poor road friendliness, aggravated vertical vibration of the hub motor and the like, and the problems greatly restrict the development of the electric wheel vehicle. Therefore, the damping system is additionally arranged between the hub motor and other parts of the vehicle to inhibit the vertical negative effect, so that the vertical impact force of the motor is reduced, the service life of the motor is prolonged, and the driving smoothness of the vehicle is improved.
For an electric wheel inner vibration damping system, a vibration damping spring and a damper are usually adopted to realize the suppression of the vertical vibration of a motor, wherein the key for ensuring that the system has excellent vibration damping performance is to reasonably match the spring stiffness of the vibration damping spring and the damping coefficient of the damper. When the parameters of the electric wheel vibration reduction system are matched, on one hand, the structure of the vibration reduction system needs to meet the requirement of the internal space of the electric wheel, on the other hand, the performance of the vibration reduction system needs to meet the requirement of vehicle running, and the multi-aspect running performance of the vehicle is improved to the maximum extent.
For a traditional vehicle, main indexes for evaluating the running smoothness of the vehicle are vertical acceleration of a vehicle body, dynamic deflection of a suspension and dynamic load of wheels. For electric wheel vehicles, the impact load of the road surface directly acts on the stator and rotor systems of the motor through wheel rims and other parts, and the vertical vibration of the motor is intensified. The excessive vertical impact force easily causes vertical impact and movement interference between the motor and adjacent parts such as the hub and the like, so that the service life of the motor is shortened, and the driving smoothness and safety of the vehicle are deteriorated. In the research of the chinese invention patents 201410493332.8 and 201610096580.8, the matched parameters are mainly the spring stiffness of the vehicle suspension system and the damping coefficient of the damper, the selected evaluation elements are indexes affecting the ride comfort and the handling stability of the vehicle, such as the vertical acceleration of the vehicle body, the dynamic load of the wheels, and the minimum weighted root mean square sum of the indexes is used as an optimization objective function. However, under a specific working condition, when parameter optimization is performed only by taking the minimum weighted root mean square sum of each index as an objective function, the matching result shows that the time domain overall performance level (root mean square value) of each evaluation index is improved to a greater extent compared with the result before optimization, but the performance level (amplitude ratio of output at natural frequency to road surface excitation input in frequency domain) of each index in a specific frequency domain is very limited.
For the evaluation of the driving smoothness, when the vehicle drives on a random road surface, the root mean square value of each performance index is mainly taken as the basis, and the method can reflect the overall performance level of each index of the vehicle under the excitation action of all frequency bands on the random road surface, but is difficult to reflect the performance of the index at a specific frequency band or frequency, particularly at the natural frequency of a vehicle body, wheels and a motor. For example, for the vertical impact force of the motor, when parameter matching is performed only by taking the minimum root mean square value of the index as an evaluation function, the matching result shows that the time domain root mean square value of the index is obviously reduced compared with the result before optimization, but the frequency domain curve of the index has an obvious 'spike' phenomenon, namely in the natural frequency section of the motor, the amplitude ratio of the vertical impact force output of the motor to the road surface excitation input is higher, and in other frequency sections, the amplitude ratio is smaller. Although the root mean square value optimization of the vertical impact force of the motor is remarkable from the whole frequency range, the working performance of the motor can be seriously influenced by a larger amplitude ratio at the natural frequency of the motor, and proper measures must be taken to weaken the peak.
Disclosure of Invention
The invention aims to design and develop a parameter optimization method of an in-wheel vibration damping system of an electric wheel, which can optimize and match the time domain and the frequency domain cooperatively, and simultaneously optimize and match the stiffness of a suspension spring, the damping coefficient of a suspension damper, the stiffness of a vibration damping spring and the damping coefficient of the damper so as to reduce the impact of the excitation of a road surface at the inherent frequency section of a hub motor on the hub motor and the vertical vibration of the wheel and a vehicle body and improve the driving smoothness of the vehicle.
The technical scheme provided by the invention is as follows:
a parameter optimization method for an electric wheel internal vibration reduction system comprises the following steps:
step 1: establishing a three-degree-of-freedom linear vibration model of a 1/4 vibration reduction type electric wheel vehicle comprising an in-wheel vibration reduction system and a two-degree-of-freedom linear vibration model of a 1/4 original electric wheel vehicle without the in-wheel vibration reduction system;
step 2: establishing a target evaluation function:
J(k s ,c s ,k e ,c e )＝q 1 J σ +q 2 J P
wherein, J σ As a time domain evaluation function, J P As a frequency domain evaluation function, q 1 As weighting coefficients of a time-domain evaluation function, q 2 Is a weighting coefficient of a frequency domain evaluation function, alpha is a weighting coefficient of the vertical impact force of the motor, beta is a weighting coefficient of the vertical acceleration of the vehicle body, lambda is a weighting coefficient of the dynamic deflection of the suspension, eta is a weighting coefficient of the dynamic load of the wheel,respectively are the motor vertical impact force, the vehicle body vertical acceleration, the suspension dynamic deflection and the root mean square value of the wheel dynamic load of the original electric wheel vehicle,respectively are the motor vertical impact force, the vehicle body vertical acceleration, the suspension dynamic deflection and the root mean square value of the wheel dynamic load of the vibration reduction type electric wheel vehicle,respectively the vertical impact force of the motor, the vertical acceleration of the vehicle body, the dynamic deflection of the suspension and the total deflection of the original electric wheel vehicleThe amplitude ratio of the output at the natural frequency in the amplitude-frequency curve of the dynamic load of the wheel to the excitation input of the road surface, the amplitude ratios of the output at the natural frequency position and the road excitation input in the amplitude-frequency curve of the vibration-damping type electric wheel vehicle motor vertical impact force, the vehicle body vertical acceleration, the suspension dynamic deflection and the wheel dynamic load are respectively t22 、w m22 、w b22 The natural frequencies, w, of the wheel, the hub motor and the 1/4 vehicle body in a three-degree-of-freedom linear vibration model of the 1/4 vibration-reduction type electric-wheel vehicle containing the in-wheel vibration reduction system during damping motion t11 、w m11 、w b11 The natural frequencies of wheels, hub motors and 1/4 of vehicle bodies in a two-degree-of-freedom linear vibration model of a 1/4 original electric wheel vehicle without an in-wheel vibration reduction system during damped motion are respectively set;
and 3, step 3: establishing a limiting condition and searching for an optimal target function by adopting a particle swarm algorithm, wherein the limiting condition is as follows:
minJ(x)＝J(k s ,c s ,k e ,c e )
[x]＝[k s ,c s ,k e ,c e ]
G＝(m s +m t +m e1 +m e2 )·g
k smin ≤k s ≤k smax ,c smin ≤c s ≤c smax
k emin ≤k e ≤k emax ,c emin ≤c e ≤c emax
wherein the content of the first and second substances,for a damping ratio of 1/4 of the vehicle body including the in-wheel vibration damping system,to the damping ratio of the in-wheel motor incorporating the in-wheel damping system,for the natural frequency of a 1/4 vehicle body containing an in-wheel damping system in free-damping free vibration,for the natural frequency of the in-wheel motor including the in-wheel damping system in undamped free vibration, a, b, c, d, e, f, G, h depend on the test vehicle, G is the static load on the wheel, [ f d ]Is an allowable value, fe, of the dynamic deflection of the suspension max Andpeak value and root mean square value, e, of the constrained vertical displacement between the hub and the motor 1 、e 2 The maximum limit value of the peak value of the vertical displacement between the hub and the motor and the maximum limit value of the root mean square value are respectively.
Preferably, in the step 1:
the three-degree-of-freedom linear vibration model of the 1/4 vibration reduction type electric wheel vehicle comprising the in-wheel vibration reduction system is as follows:
the two-degree-of-freedom linear vibration model of the 1/4 original electric wheel vehicle without the in-wheel vibration reduction system is as follows:
wherein m is s Is 1/4 of the mass of the vehicle body, m t As mass of the wheel, m e Is the mass m of the hub motor e1 Mass of stator component of hub motor, m e2 For rotor assembly mass, k, of the in-wheel motor s To the suspension spring rate, c s Is the damping coefficient, k, of the suspension damper t Is the tire spring rate, k r Enveloping the rotor and rim connecting bolts with the stiffness of the spring, k, of the flexible bushing e To damp the spring rate, c e For damping coefficient of vibration-damping damper, q (t) is time-domain road surface excitation input, x 1 、The vertical displacement, vertical speed and vertical acceleration of the wheel, x of the wheel in time domain in a three-degree-of-freedom linear vibration model of the 1/4 vibration-damping electric-wheel vehicle containing the in-wheel vibration-damping system 2 、The vertical displacement of the hub motor, the vertical speed of the hub motor, the vertical acceleration of the hub motor, and x in the time domain of the three-degree-of-freedom linear vibration model of the 1/4 vibration-damping type electric wheel vehicle containing the in-wheel vibration-damping system 3 、Respectively 1/4 vertical displacement of a vehicle body, 1/4 vertical speed of the vehicle body, 1/4 vertical acceleration of the vehicle body, and x in the time domain of a three-degree-of-freedom linear vibration model of a 1/4 vibration-damping type electric wheel vehicle comprising an in-wheel vibration-damping system 4 、Vertical displacement of a wheel and a hub motor, vertical speed of the wheel and the hub motor, and vertical acceleration of the wheel and the hub motor, x of a time domain in a two-degree-of-freedom linear vibration model of a 1/4 original electric-wheel vehicle without an in-wheel vibration reduction system 5 、Respectively 1/4 of the vertical displacement of the vehicle body, 1/4 of the vertical speed of the vehicle body and 1/4 of the vertical acceleration of the vehicle body in the time domain of a 1/4 original two-degree-of-freedom linear vibration model of the electric wheel vehicle without an in-wheel vibration reduction system.
Preferably, in the three-degree-of-freedom linear vibration model of the 1/4 vibration-reduction type electric-wheel vehicle including the in-wheel vibration-reduction system during damped motion:
wherein w t22 ,w m22 ,w b22 The natural frequency of a wheel, the natural frequency of a hub motor and the natural frequency of a 1/4 vehicle body, which comprise an in-wheel vibration damping system, are respectively included;the damping ratios of the 1/4 body part, the hub motor part and the wheel assembly part containing the in-wheel vibration damping system are respectively.
Preferably, in the 1/4 original electric wheel vehicle two-degree-of-freedom linear vibration model without the in-wheel vibration reduction system during the damped motion:
wherein, the first and the second end of the pipe are connected with each other,the natural frequency of a wheel, the natural frequency of a hub motor and the natural frequency of a 1/4 vehicle body which do not contain an in-wheel vibration damping system are respectively set;the damping ratios of a 1/4 vehicle body part, a hub motor part and a wheel assembly part without an in-wheel vibration damping system are respectively adopted.
Preferably, in the three-degree-of-freedom linear vibration model of the 1/4 vibration-damping electric-wheel vehicle including the in-wheel vibration-damping system:
f d2 ＝x 3 -x 1
F d2 ＝k t (q(t)-x 1 )
wherein z is 1 、z 2 、z 3 Respectively containing vibration damping in the wheelVertical wheel displacement, vertical 1/4 vehicle body displacement and z of frequency domain in three-freedom-degree linear vibration model of 1/4 vibration reduction type electric wheel vehicle of system q Vertical displacement of the road excitation input in the frequency domain, F e2 ,a s2 ,f d2 ,F d2 The vertical impact force of a hub motor, the vertical acceleration of a vehicle body, the dynamic deflection of a suspension and the dynamic load of a wheel of the in-wheel vibration damping system are respectively contained;the amplitude ratios of the output of the wheel dynamic load at the natural frequency to the excitation input of the road surface are respectively the vertical impact force of a hub motor containing an in-wheel vibration damping system, the vertical acceleration of a vehicle body, the dynamic deflection of a suspension and the amplitude ratio of the output of the dynamic load of a wheel at the natural frequency to the excitation input of the road surface.
Preferably, in the 1/4 original electric wheel vehicle two-degree-of-freedom linear vibration model without the in-wheel vibration reduction system:
f d1 ＝x 5 -x 4
F d1 ＝k t (q(t)-x 4 )
wherein z is 4 、z 5 Vertical displacement of a wheel and a hub motor in a frequency domain in a two-degree-of-freedom linear vibration model of a 1/4 original electric-wheel vehicle without an in-wheel vibration reduction system, vertical displacement of a 1/4 vehicle body and F e1 ,a s1 ,f d1 ,F d1 Vertical impact force of a hub motor, vertical acceleration of a vehicle body, dynamic deflection of a suspension and dynamic load of a wheel, which do not contain an in-wheel vibration damping system, are respectively measured;the amplitude ratios of the output of the wheel dynamic load at the natural frequency to the input of the road excitation are respectively the vertical impact force of the hub motor without the in-wheel vibration damping system, the vertical acceleration of the vehicle body, the dynamic deflection of the suspension and the amplitude ratio of the output of the wheel dynamic load at the natural frequency to the input of the road excitation.
Preferably, in the step 2:
when q is 1 >0、q 2 When the evaluation index is not less than 0, the target evaluation function only optimizes the time domain root mean square value of each evaluation index, and the global optimization is carried out;
when q is 1 ＝0、q 2 &When 0, the target evaluation function only optimizes the amplitude ratio of the specific frequency band in the frequency domain of each evaluation index, and locally optimizes the amplitude ratio;
when q is 1 ＝q 2 &When 0, the objective evaluation function integrates the time domain optimization and the frequency domain optimization;
when q is 1 ≠q 2 &And gt 0, reflecting the emphasis degree of the target evaluation function on time domain optimization and frequency domain optimization.
Preferably, in the step 3, a search space dimension N for optimizing the objective function by using a particle swarm optimization is 4, and a first dimension represents a stiffness k of the main suspension damping spring s And the second dimension represents the damping coefficient c of the primary suspension damper s And the third dimension represents the stiffness value k of the damping spring in the in-wheel damping system e The fourth dimension represents the damping coefficient c of the damper in the in-wheel vibration damping system e 。
Preferably, in the step 3, the optimizing the objective function by the particle swarm algorithm includes the following steps:
initializing the initial speed and position of each particle in a generated population with a certain scale at random, wherein each particle represents a group of four-dimensional constants including the rigidity of a main suspension damping spring, the damping coefficient of a main suspension damper, the rigidity of a damping spring of an in-wheel damping system and the damping coefficient of the damping damper, and the self state of the particle is represented by a group of specific position and speed vectors;
after the first iteration, comparing the current position of each particle with the historical optimal position of each particle, if the current position is more optimal, replacing the current position with the historical optimal position, otherwise, keeping the individual optimal position unchanged; comparing the optimal positions of all individuals with the global optimal position of the whole group, if the current optimal position of a certain individual is more optimal, replacing the current optimal position with the global optimal position, otherwise, keeping the global optimal position unchanged;
in each iteration process, firstly, the inertia weight is adjusted, and then the position and the speed of each particle are adjusted, so that each particle can move forward towards the self historical optimal position and the global optimal position of the population;
judging whether the iteration times reach the upper limit or not, if not, continuing to perform iteration updating, and if so, outputting the finally matched rigidity of the vibration damping spring of the main suspension and the damping coefficient c of the damper of the main suspension s And the stiffness k of the damping spring e And damping coefficient c of damper e 。
Preferably, the adjustment of the inertial weight is performed by using a decreasing function of a tangent function, and the expression is as follows:
where ω (τ) is the inertial weight, τ is the current iteration number, τ max To the maximum number of iterations, ω 1 As an initial value of the inertial weight, ω 2 Is the final value of the inertia weight, k is a constant, and the variation range of omega is [ omega ] 1 ，ω 2 ]When τ =1, ω (τ) = ω 2 When τ = τ max When, ω (τ) = ω 1 。
The beneficial effects of the invention are as follows:
the parameter optimization method of the vibration reduction system in the electric wheel can be used for performing time domain and frequency domain collaborative optimization, improving the integral performance level of each index time domain in the ride comfort evaluation system of the electric wheel vehicle, simultaneously coordinating and optimizing the amplitude ratio of each index at a specific frequency position in an amplitude-frequency curve, and simultaneously optimizing and matching the suspension spring stiffness, the suspension damper damping coefficient, the vibration reduction spring stiffness and the damper damping coefficient, so that the impact of the excitation of the road surface on the hub motor at the natural frequency section of the hub motor to the hub motor and the vertical vibration of the wheel and the vehicle body are reduced, and the running comfort and the safety of the vehicle are improved.
Drawings
Fig. 1 is a schematic two-dimensional structure diagram of a 1/4 vibration damping type electric wheel vehicle.
Fig. 2 is a three-degree-of-freedom vibration model of the 1/4 vibration-damping electric-wheel vehicle.
FIG. 3 is a two-degree-of-freedom vibration model of a 1/4 original electric-wheel vehicle according to the present invention.
Fig. 4 is a flow chart of establishing the comprehensive evaluation function according to the present invention.
FIG. 5 is a flow chart of particle swarm algorithm parameter matching according to the present invention.
Detailed Description
The present invention is further described in detail below with reference to the attached drawings so that those skilled in the art can implement the invention by referring to the description text.
The invention provides a parameter optimization method for an electric wheel in-wheel vibration reduction system, which comprises the following steps:
as shown in fig. 1, a two-dimensional schematic diagram is shown, a three-degree-of-freedom 1/4 vibration-damping type electric wheel vehicle vibration model shown in fig. 2 is established, and a dynamic differential equation is established for the 1/4 vibration-damping type electric wheel, wherein the dynamic differential equation is as follows:
as shown in fig. 3, for the original electric-wheel vehicle, a two-degree-of-freedom linear vibration model of the 1/4 electric-wheel vehicle is established as follows:
wherein m is s Is 1/4 of the mass of the vehicle body, m t As wheel mass, m e Is the mass m of the hub motor e1 Mass of stator component of hub motor, m e2 Mass of rotor assembly of in-wheel motor, k s Is the suspension spring rate, c s Is damping coefficient, k, of a suspension damper t Spring rate of tire, k r Spring rate, k, for wrapping a flexible lining around a connecting bolt for a rotor and a rim e To damp the spring rate, c e For the damping coefficient of the vibration-damping damper, q (t) is the time-domain road excitation input, x 1 、The vertical displacement, vertical speed and vertical acceleration of the wheel, x of the wheel in time domain in a three-degree-of-freedom linear vibration model of the 1/4 vibration-damping electric-wheel vehicle containing the in-wheel vibration-damping system 2 、The vertical displacement of the hub motor, the vertical speed of the hub motor, the vertical acceleration of the hub motor, and x in the time domain of a three-degree-of-freedom linear vibration model of a 1/4 vibration-damping type electric wheel vehicle comprising an in-wheel vibration-damping system 3 、Respectively 1/4 vertical displacement of a vehicle body, 1/4 vertical speed of the vehicle body, 1/4 vertical acceleration of the vehicle body, and x in the time domain of a three-degree-of-freedom linear vibration model of a 1/4 vibration-damping type electric wheel vehicle comprising an in-wheel vibration-damping system 4 、Vertical displacement of a wheel and a hub motor, vertical speed of the wheel and the hub motor, and vertical acceleration of the wheel and the hub motor, x of a time domain in a two-degree-of-freedom linear vibration model of a 1/4 original electric-wheel vehicle without an in-wheel vibration reduction system 5 、Respectively 1/4 vertical displacement of a vehicle body, 1/4 vertical speed of the vehicle body and 1/4 vertical acceleration of the vehicle body in a time domain in a two-degree-of-freedom linear vibration model of a 1/4 original electric wheel vehicle without an in-wheel vibration reduction system;
the natural frequencies of the 1/4 damping type of the components comprising the in-wheel damping system when there is damped motion can be derived as follows:
wherein w t22 ,w m22 ,w b22 The natural frequency of a wheel comprising an in-wheel vibration damping system, the natural frequency of a hub motor and the natural frequency of a 1/4 vehicle body are respectively contained;damping ratios of a 1/4 vehicle body part, a hub motor part and a wheel assembly part which comprise an in-wheel vibration damping system are respectively set;
the natural frequencies of the 1/4 vibration reduction type without the in-wheel vibration reduction system when the components do damped motion are obtained as follows:
wherein, the first and the second end of the pipe are connected with each other,w m11 ,w b11 the natural frequency of a wheel, the natural frequency of a hub motor and the natural frequency of a 1/4 vehicle body which do not contain an in-wheel vibration damping system are respectively set;the damping ratios of the 1/4 body portion, the hub motor portion and the wheel assembly portion, respectively, which do not include the in-wheel damping system.
The values of the basic parameters involved are referred to the same type of vehicle, as shown in table 1.
TABLE 1 basic parameters of vehicle model
Performing FFT (fast fourier transform) amplitude-frequency transformation (which is prior art and is not described herein again) on the above time domain equation to obtain: (1) Vibration damping type electric wheel vehicle model
f d2 ＝x 3 -x 1
F d2 ＝k t (q(t)-x 1 )
Wherein z is 1 、z 2 、z 3 The frequency domain vertical wheel displacement, the vertical wheel motor displacement, the vertical 1/4 body displacement and the vertical z/4 body displacement in a three-degree-of-freedom linear vibration model of a 1/4 vibration reduction type electric wheel vehicle comprising an in-wheel vibration reduction system q Vertical displacement of the road excitation input in the frequency domain, F e2 ,a s2 ,f d2 ,F d2 The vertical impact force of a hub motor containing an in-wheel vibration damping system, the vertical acceleration of a vehicle body, the dynamic deflection of a suspension and the dynamic load of a wheel are respectively included;the amplitude ratios of the output of the wheel dynamic load at the natural frequency to the excitation input of the road surface are respectively the vertical impact force of a hub motor containing an in-wheel vibration damping system, the vertical acceleration of a vehicle body, the dynamic deflection of a suspension and the amplitude ratio of the output of the dynamic load of a wheel at the natural frequency to the excitation input of the road surface.
(2) Original electric wheel vehicle model without in-wheel vibration damping system
f d1 ＝x 5 -x 4
F d1 ＝k t (q(t)-x 4 )
Wherein z is 4 、z 5 Vertical displacement of a wheel and a hub motor in a frequency domain in a two-degree-of-freedom linear vibration model of a 1/4 original electric-wheel vehicle without an in-wheel vibration reduction system, and vertical displacement of a 1/4 vehicle body are respectively represented by F e1 ,a s1 ,f d1 ,F d1 Vertical impact force of a hub motor, vertical acceleration of a vehicle body, dynamic deflection of a suspension and dynamic load of a wheel, which do not contain an in-wheel vibration damping system, are respectively measured;the amplitude ratios of the output of the wheel hub motor vertical impact force, the vehicle body vertical acceleration, the suspension dynamic deflection and the wheel dynamic load at the natural frequency to the road surface excitation input are respectively.
In the embodiment, the allowable value of the dynamic deflection of the suspension is 80mm, the peak value and the root mean square value of the vertical displacement between the hub and the motor rotor are respectively limited to 6mm and 2.5mm, and the stiffness k of the suspension spring s Is limited to [12000,22000 ]]Damping coefficient c of suspension damper s Is limited to a value range of [1285,1950 ]](N.S/m), damping spring k e Is limited to [3730,13940 ]](N/m), damping coefficient c of vibration damper e Is limited to [775,1530](N·S/m)。
As shown in fig. 4, the multi-objective optimization function is established as follows:
minJ(x)＝J(k s ,c s ,k e ,c e )
[x]＝[k s ,c s ,k e ,c e ]
s.t.
12000≤k s ≤22200(N/m),1285≤c s ≤1950(N·S/m)
3730≤k e ≤13940(N/m),775≤c e ≤1530(N·S/m)
MinJ (x) is the minimum value of J (x), in the embodiment, in order to ensure the rapidity and the stability of the vibration damping performance of the vibration damping system and coordinate the driving smoothness and the safety of the vehicle, the damping ratio of a 1/4 vehicle body part and a hub motor part is limitedAndthe constraint range is [0.2,0.45 ]](ii) a Meanwhile, in order to effectively avoid the resonance between the in-wheel motor and the wheel part or the vehicle body part, the natural frequency range of the in-wheel motor is restricted, and in order to ensure the natural frequency of the motorThe frequency avoids the natural frequency of the vehicle body and the wheel, and the undamped natural frequency range of the hub motor is limited to [5.5,6 ]](HZ) while limiting the undamped natural frequency range of the 1/4 body to [1, 1.5 ]](HZ)。
As shown in fig. 5, the objective function is optimized by using the particle swarm optimization, and the parameters of the particle swarm optimization are set as follows: the population size is 30, the maximum iteration number is 100, and the acceleration factor c 1 And c 2 All were taken to be 1.5. The initial value of the inertial weight is taken to be 0.9 and the final value is taken to be 0.4.
And (3) balancing and optimizing the vertical impact force of the motor, the vertical acceleration of the vehicle body, the dynamic deflection of the suspension and the dynamic load of the wheels, namely selecting alpha = beta = lambda = eta =1, and balancing and optimizing a time domain part and a frequency domain part, namely selecting q1= q2=1. And respectively driving at the C-level random road working condition at the vehicle speeds of 30Km/h, 70Km/h and 90Km/h for parameter matching, wherein the matching result is shown in a table 2.
TABLE 2 electric wheel in-wheel damping system parameter matching results
When the vehicle main suspension parameters are determined, in the embodiment, the vehicle main suspension parameters adopt the parameters adopted by the original electric wheel vehicle (namely Ks =17000N/m and Cs =1317N · s/m), and when only the damping spring stiffness and the damper damping coefficient of the in-wheel damping system are matched, the in-wheel vehicle runs on a C-level random road surface at a vehicle speed of 70Km/h, and the matching result is shown in table 3.
TABLE 3 electric wheel in-wheel damping system parameter matching results (Ks =17000N/m, cs =1317N · s/m)
When the spring stiffness and the damper damping coefficient of a main suspension and an in-wheel vibration damping system of a vehicle are matched, q1=1, q2=1, alpha = beta = lambda = eta =1 is selected, the vehicle runs on a C-level random road surface working condition at 70Km/h for matching, the method of 'root mean square value and frequency domain amplitude ratio peak value balanced optimization' provided by the application is compared with the method of 'only optimizing the root mean square value' for smoothness simulation, and the result is shown in table 4.
TABLE 4 ride comfort optimization comparison (70 km/h, C-level random pavement)
When the suspension parameters of the electric wheel vehicle are set, in the embodiment, the main suspension parameters of the vehicle adopt the original parameters adopted by the electric wheel vehicle (namely Ks =17000N/m and Cs =1317N · s/m), and when the method only optimizes the spring stiffness and the damping coefficient of the in-wheel damping system, the method compares the values of the indexes of the vehicle running smoothness of the vehicle with and without the in-wheel damping system. The stiffness of the original vehicle main suspension spring is selected to be 17000N/m, and the damping coefficient of the main suspension is 1317N · s/m. The simulation was performed under C-level random road conditions with 70Km/h of travel, and the results are shown in Table 5.
TABLE 5 statistical comparison of ride comfort (70 km/h, C-level random pavement)
The parameter optimization method of the vibration reduction system in the electric wheel can be used for performing time domain and frequency domain collaborative optimization, improving the integral performance level of each index time domain in the ride comfort evaluation system of the electric wheel vehicle, simultaneously coordinating and optimizing the amplitude ratio of each index at a specific frequency position in an amplitude-frequency curve, and simultaneously optimizing and matching the stiffness of a suspension spring, the damping coefficient of a suspension damper, the stiffness of a vibration reduction spring and the damping coefficient of a damper so as to reduce the impact of the excitation of a road surface on the hub motor at the natural frequency section of the hub motor on the hub motor and the vertical vibration of the wheel and a vehicle body; and the rigidity of the damping spring and the damping coefficient of the damper can be optimized and matched when the rigidity of the suspension spring and the damping coefficient of the suspension damper are constant, so that the running smoothness and the safety of the vehicle are improved.
While embodiments of the invention have been disclosed above, it is not limited to the applications set forth in the description and the embodiments, which are fully applicable in various fields of endeavor to which the invention pertains, and further modifications may readily be made by those skilled in the art, it being understood that the invention is not limited to the details shown and described herein without departing from the general concept defined by the appended claims and their equivalents.
Claims (10)
1. A parameter optimization method for an electric wheel in-wheel vibration reduction system is characterized by comprising the following steps:
step 1: establishing a three-degree-of-freedom linear vibration model of a 1/4 vibration reduction type electric wheel vehicle comprising an in-wheel vibration reduction system and a two-degree-of-freedom linear vibration model of a 1/4 original electric wheel vehicle without the in-wheel vibration reduction system;
step 2: establishing a target evaluation function:
J(k s ,c s ,k e ,c e )＝q 1 J σ +q 2 J P
wherein, J σ As a time domain evaluation function, J P As a frequency domain evaluation function, q 1 As weighting coefficients of a time-domain evaluation function, q 2 Is a weighting coefficient of a frequency domain evaluation function, alpha is a weighting coefficient of the vertical impact force of the motor, beta is a weighting coefficient of the vertical acceleration of the vehicle body, lambda is a weighting coefficient of the dynamic deflection of the suspension, eta is a weighting coefficient of the dynamic load of the wheel,respectively are the motor vertical impact force, the vehicle body vertical acceleration, the suspension dynamic deflection and the root mean square value of the wheel dynamic load of the original electric wheel vehicle,respectively are the motor vertical impact force, the vehicle body vertical acceleration, the suspension dynamic deflection and the root mean square value of the wheel dynamic load of the vibration reduction type electric wheel vehicle,respectively are the amplitude ratio of the output of the natural frequency position in the amplitude-frequency curve of the dynamic load of the wheel to the excitation input of the road surface, the amplitude ratios of the output at the natural frequency position and the road excitation input in the amplitude-frequency curve of the vibration-damping type electric wheel vehicle motor vertical impact force, the vehicle body vertical acceleration, the suspension dynamic deflection and the wheel dynamic load are respectively t22 、w m22 、w b22 The natural frequencies, w, of the wheel, the hub motor and the 1/4 vehicle body in a three-degree-of-freedom linear vibration model of the 1/4 vibration-reduction type electric-wheel vehicle containing the in-wheel vibration reduction system during damping motion t11 、w m11 、w b11 The natural frequencies of wheels, hub motors and 1/4 of vehicle bodies in a two-degree-of-freedom linear vibration model of a 1/4 original electric wheel vehicle without an in-wheel vibration reduction system during damped motion are respectively set;
and step 3: establishing a limiting condition and searching an optimal objective function by adopting a particle swarm algorithm, wherein the limiting condition is as follows:
minJ(x)＝J(k s ,c s ,k e ,c e )
[x]＝[k s ,c s ,k e ,c e ]
G＝(m s +m t +m e1 +m e2 )·g
k smin ≤k s ≤k smax ,c smin ≤c s ≤c smax
k emin ≤k e ≤k emax ,c emin ≤c e ≤c emax
wherein, the first and the second end of the pipe are connected with each other,for a damping ratio of 1/4 of the vehicle body including the in-wheel vibration damping system,to the damping ratio of the in-wheel motor incorporating the in-wheel vibration damping system,to include in-wheel reductionThe natural frequency of the vibration system when the 1/4 of the vehicle body is free to vibrate without damping,for the natural frequency of the in-wheel motor including the in-wheel damping system in undamped free vibration, a, b, c, d, e, f, G, h are dependent on the test vehicle, G is the static load on the wheel, [ f d ]Is an allowable value of dynamic deflection of the suspension, fe max Andpeak and root mean square values, e, of the constrained vertical displacement between hub and motor, respectively 1 、e 2 The maximum limit value of the peak value of the vertical displacement between the hub and the motor and the maximum limit value of the root mean square value are respectively.
2. The method for optimizing parameters of an electric wheel in-wheel vibration damping system according to claim 1, wherein in step 1:
the three-degree-of-freedom linear vibration model of the 1/4 vibration reduction type electric wheel vehicle comprising the in-wheel vibration reduction system is as follows:
the two-degree-of-freedom linear vibration model of the 1/4 original electric wheel vehicle without the in-wheel vibration reduction system is as follows:
wherein m is s Is 1/4 of the mass of the vehicle body, m t As mass of the wheel, m e Is the mass m of the hub motor e1 Mass of stator component of hub motor, m e2 For rotor assembly mass, k, of the in-wheel motor s Is the suspension spring rate, c s Is the damping coefficient, k, of the suspension damper t Spring rate of tire, k r Spring rate, k, for wrapping a flexible lining around a connecting bolt for a rotor and a rim e To damp the spring rate, c e For damping coefficient of vibration-damping damper, q (t) is time-domain road surface excitation input, x 1 、The vertical displacement, the vertical speed and the vertical acceleration x of the wheel in the time domain of a three-degree-of-freedom linear vibration model of a 1/4 vibration reduction type electric wheel vehicle comprising an in-wheel vibration reduction system 2 、The vertical displacement of the hub motor, the vertical speed of the hub motor, the vertical acceleration of the hub motor, and x in the time domain of the three-degree-of-freedom linear vibration model of the 1/4 vibration-damping type electric wheel vehicle containing the in-wheel vibration-damping system 3 、Respectively 1/4 vertical displacement, 1/4 vertical speed and 1/4 vertical acceleration of the body in the time domain of a three-degree-of-freedom linear vibration model of a 1/4 vibration-damping type electric wheel vehicle comprising an in-wheel vibration-damping system 4 、Vertical positions of a wheel and a hub motor in a time domain in a two-degree-of-freedom linear vibration model of a 1/4 original electric wheel vehicle without an in-wheel vibration reduction systemVertical speed of the wheel and the hub motor, and vertical acceleration, x, of the wheel and the hub motor 5 、Respectively 1/4 of the vertical displacement of the vehicle body, 1/4 of the vertical speed of the vehicle body and 1/4 of the vertical acceleration of the vehicle body in the time domain of a 1/4 original two-degree-of-freedom linear vibration model of the electric wheel vehicle without an in-wheel vibration reduction system.
3. The method for optimizing parameters of a vibration damping system in electric wheels of claim 2, wherein the vibration damping system in wheels is included in the 1/4 vibration damping type three-degree-of-freedom linear vibration model of the electric wheel vehicle during damped motion:
wherein, w t22 ,w m22 ,w b22 Respectively, the natural frequency of the wheel including the in-wheel vibration damping system,The natural frequency of the hub motor and the natural frequency of a 1/4 vehicle body;the damping ratios of the 1/4 body part, the hub motor part and the wheel assembly part containing the in-wheel vibration damping system are respectively.
4. The method for optimizing parameters of an in-wheel vibration damping system for electric wheels of claim 2, wherein in the 1/4 original in-wheel vibration damping system-free linear vibration model of the electric wheel vehicle with damping motion:
wherein the content of the first and second substances,w m11 ,w b11 the natural frequency of a wheel, the natural frequency of a hub motor and the natural frequency of a 1/4 vehicle body which do not contain an in-wheel vibration damping system are respectively set;the damping ratios of the 1/4 body portion, the hub motor portion and the wheel assembly portion, respectively, which do not include the in-wheel damping system.
5. The method for optimizing parameters of the vibration damping system in electric wheels of claim 2, wherein in the three-degree-of-freedom linear vibration model of the 1/4 vibration damping type electric wheel vehicle including the vibration damping system in wheels:
f d2 ＝x 3 -x 1
F d2 ＝k t (q(t)-x 1 )
wherein z is 1 、z 2 、z 3 The frequency domain vertical wheel displacement, the vertical wheel motor displacement, the vertical 1/4 body displacement and the vertical z/4 body displacement in a three-degree-of-freedom linear vibration model of a 1/4 vibration reduction type electric wheel vehicle comprising an in-wheel vibration reduction system q Vertical displacement of the road excitation input in the frequency domain, F e2 ,a s2 ,f d2 ,F d2 The vertical impact force of a hub motor, the vertical acceleration of a vehicle body, the dynamic deflection of a suspension and the dynamic load of a wheel of the in-wheel vibration damping system are respectively contained;the amplitude ratios of the output of the wheel dynamic load at the natural frequency to the excitation input of the road surface are respectively the vertical impact force of a hub motor containing an in-wheel vibration damping system, the vertical acceleration of a vehicle body, the dynamic deflection of a suspension and the amplitude ratio of the output of the dynamic load of a wheel at the natural frequency to the excitation input of the road surface.
6. The method for optimizing parameters of an electric wheel in-wheel vibration damping system according to claim 2, wherein in the 1/4 original electric wheel vehicle two-degree-of-freedom linear vibration model without in-wheel vibration damping system:
f d1 ＝x 5 -x 4
F d1 ＝k t (q(t)-x 4 )
wherein z is 4 、z 5 1/4 of the original material without in-wheel damping systemVertical displacement of wheel and hub motor in frequency domain in two-degree-of-freedom linear vibration model of electric-start wheel vehicle, vertical displacement of 1/4 vehicle body, F e1 ,a s1 ,f d1 ,F d1 Vertical impact force of a hub motor, vertical acceleration of a vehicle body, dynamic deflection of a suspension and dynamic load of a wheel, which do not contain an in-wheel vibration damping system, are respectively measured;the amplitude ratios of the output of the wheel hub motor vertical impact force, the vehicle body vertical acceleration, the suspension dynamic deflection and the wheel dynamic load at the natural frequency to the road surface excitation input are respectively.
7. The method for optimizing parameters of an electric wheel in-wheel vibration damping system according to claim 1, wherein in step 2:
when q is 1 >0、q 2 When the evaluation index is not less than 0, the target evaluation function only optimizes the time domain root mean square value of each evaluation index, and the global optimization is carried out;
when q is 1 ＝0、q 2 &0, optimizing the amplitude ratio of the specific frequency band in the frequency domain of each evaluation index by the target evaluation function, and locally optimizing;
when q is 1 ＝q 2 &0, integrating the time domain optimization and the frequency domain optimization by the target evaluation function;
when q is 1 ≠q 2 &And gt 0, reflecting the emphasis degree of the target evaluation function on time domain optimization and frequency domain optimization.
8. The method for optimizing the parameters of the electric wheel internal vibration damping system according to claim 1, wherein in the step 3, the search space dimension N for optimizing the objective function by using the particle swarm optimization is 4, and the first dimension represents the stiffness k of the main suspension vibration damping spring s The second dimension represents the damping coefficient c of the primary suspension damper s The third dimension represents the stiffness value k of the damping spring in the in-wheel damping system e And the fourth dimension represents the damping coefficient c of the damper in the in-wheel vibration damping system e 。
9. The method for optimizing the parameters of the electric wheel internal vibration damping system according to claim 8, wherein in the step 3, the optimization of the objective function by the particle swarm optimization comprises the following steps:
initializing the initial speed and position of each particle in a generated population of a certain scale at random, wherein each particle represents a group of four-dimensional constants containing the rigidity of a main suspension damping spring, the damping coefficient of a main suspension damper, the rigidity of the damping spring and the damping coefficient of the damping damper, and the self state of the particle is represented by a group of specific position and speed vectors;
after the first iteration, comparing the current position of each particle with the historical optimal position of each particle, if the current position is more optimal, replacing the current position with the historical optimal position, otherwise, keeping the individual optimal position unchanged; comparing the optimal positions of all individuals with the global optimal position of the whole group, if the current optimal position of a certain individual is more optimal, replacing the current optimal position with the global optimal position, otherwise, keeping the global optimal position unchanged;
in each iteration process, firstly, the inertia weight is adjusted, and then the position and the speed of each particle are adjusted, so that each particle can move forward towards the self historical optimal position and the global optimal position of the population;
judging whether the iteration times reach the upper limit or not, if not, continuing to perform iteration updating, and if so, outputting the finally matched rigidity of the vibration damping spring of the main suspension and the damping coefficient c of the damper of the main suspension s Damping spring stiffness k of in-wheel damping system e And damping coefficient c of the damper e 。
10. The method for optimizing parameters of an electric wheel in-wheel damping system according to claim 9, wherein the adjustment of the inertial weight is performed by using a decreasing function of a tangent function, and the expression is as follows:
wherein ω (τ) isInertia weight, tau is the current iteration number, tau max To the maximum number of iterations, ω 1 As an initial value of the inertial weight, ω 2 Is the final value of the inertia weight, k is a constant, and the variation range of omega is [ omega ] 1 ，ω 2 ]When τ =1, ω (τ) = ω 2 When τ = τ max When, ω (τ) = ω 1 。
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