CN110046433B - Boundary element analysis method based on commercial vehicle whole vehicle parameters - Google Patents

Boundary element analysis method based on commercial vehicle whole vehicle parameters Download PDF

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CN110046433B
CN110046433B CN201910310866.5A CN201910310866A CN110046433B CN 110046433 B CN110046433 B CN 110046433B CN 201910310866 A CN201910310866 A CN 201910310866A CN 110046433 B CN110046433 B CN 110046433B
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damping
nonlinear
weighting
characteristic curve
scaling
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CN110046433A (en
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何水龙
汤涛
韦壹
欧阳励
蒋占四
鲍家定
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Guilin University of Electronic Technology
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    • G06F30/15—Vehicle, aircraft or watercraft design
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Abstract

The invention discloses a boundary element analysis method based on commercial vehicle whole vehicle parameters, which is characterized by comprising the following steps of: 1) applying a regularly varying load; 2) obtaining a damping characteristic curve; 3) the damping characteristic is weighted in a segmented manner; 4) establishing a segmentation weighting parameter set; 5) extracting parameter boundary elements; 6) and designing the whole vehicle global boundary element. The method can reasonably and accurately design the nonlinear damping, improve the nonlinear scaling matching accuracy, save the development period and the cost, reduce the training period, facilitate the formation of the standard parameter scaling database of the model, and provide reference for the vibration reduction design of the same vehicle type.

Description

Boundary element analysis method based on commercial vehicle whole vehicle parameters
Technical Field
The invention relates to a commercial vehicle technology, in particular to a boundary element analysis method based on commercial vehicle whole vehicle parameters.
Background
Ride comfort and travelling comfort can seriously be influenced to the ride comfort of the general meeting of commercial car, therefore higher requirement has all been proposed to the damping parameter characteristic of the damping system on the commercial car to many enterprises and vehicle research and development trades, and the damping structure that the common outfit of commercial car includes: the damping device comprises a suspension spring, a damper, a rubber bushing, a steel plate spring and the like, so that a multi-damping structure of the whole vehicle can obtain a good tuning and teaching effect on the whole, damping parameter values which theoretically need to meet the requirement of the damping and damping structure are matched to be optimal, however, on the actual whole vehicle body, the theoretical optimal values are often difficult to obtain, the original damping parameter characteristics can only be scaled integrally, and the approximation to the optimal values is obtained.
In the development stage of a commercial vehicle body, due to the complexity of driving conditions and the diversification of loads, the parameter damping characteristics of the damping of each damping component installed on the commercial vehicle are mostly set to be nonlinear characteristic curves to meet the requirements of different damping characteristics under different working conditions or loads, the up-and-down variation amplitude value of the nonlinear damping characteristic value is usually determined by the installation limit condition of the structure and the attribute limitation of materials, in the existing nonlinear damping test design software (such as software like Isight) and the common analysis means of scientific research institutions, the damping is still designed by adopting the traditional optimization method of linear damping, namely, the whole characteristic curve value is regularly scaled by carrying out the scaling action with a certain scaling factor on the existing nonlinear characteristic curve, but the scaling mode adopts symmetry, the setting of the scaling range mainly depends on the subjective experience of the designer, so that artificial influence factors exist on the design effect, and the optimal design effect cannot be obtained. The design idea of the existing traditional nonlinear damping design method can be set as follows:
assuming an initial nonlinear damping characteristic curve S0The scaling factor is C (C ═ C)0,c1,c2,...ci]) Design goal is SiThen, the conventional design method of nonlinear damping can be expressed as:
Si＝S0(1±c0)(1±c1)(1±c2)...(1±ci)
where i is the total number of design zooms, c0The scaling factor is determined by the initial load between the upper end and the lower end of the shock absorber product which is contacted after being installed and is based on the original characteristic curve of the product damping, and is adjusted along with the continuous change of factors such as the later load of the shock absorber,the scaling factor (c) needs to be modified by multiplying the last design product by a certain proportion1,c2,...,ci) And then, the original nonlinear curve is continuously scaled and corrected to achieve the design purpose of designers, but because the scaling mode is global scaling on the whole nonlinear characteristic curve, the regional optimal matching is easily ignored, the design precision of the damping is poor, the scaling times are less, and the influence effect of multi-stage load impact among multiple scaling is not considered, so that accidental errors are easily caused.
For the commercial vehicles sold, when a designer teaches the performance of a recovered problem vehicle type, due to the problems of abrasion, deformation and fracture of part of vibration reduction elements of the problem vehicle type, the vibration reduction elements need to be repaired, the repaired vibration reduction damping needs to be redesigned and checked, at the moment, the reference of a design range is lacked, the variation range of the scaling factor of an original nonlinear characteristic curve and the variation of the scaling factor of the whole characteristic of the repaired nonlinear curve are larger, so that the larger maintenance cost needs to be consumed, the teaching time is longer, and the design period of a product is obviously influenced. Under some special conditions, due to the limitation of cost and production development, part of research and development personnel can only use the existing partial data to simulate a linear damping characteristic curve to replace a nonlinear characteristic curve for simplifying the analysis steps of part of problem vehicle types, so that a larger matching error is caused to a certain extent, and the deviation from a theoretical optimization value is larger, so that the optimal vibration damping matching result of the vibration damping of the whole vehicle is finally influenced.
Disclosure of Invention
The invention aims to provide a boundary element analysis method based on the whole vehicle parameters of a commercial vehicle, aiming at the defects of the prior art. The method can reasonably and accurately design the nonlinear damping, improve the nonlinear scaling matching accuracy, save the development period and the cost, reduce the training period, facilitate the formation of the standard parameter scaling database of the model, and provide reference for the vibration reduction design of the same vehicle type.
The technical scheme for realizing the purpose of the invention is as follows:
a boundary element analysis method based on commercial vehicle parameters is different from the prior art and comprises the following steps:
1) applying a regular varying load: firstly, a pressure sensor is arranged at the upper port of the vibration-damping nonlinear damper to collect load change, an upper displacement sensor and a lower displacement sensor are arranged on the side wall of the vibration-damping nonlinear damper to detect displacement change under the action of load force, and a preset value is applied to the upper port and the lower port of the vibration-damping nonlinear damper as an initial load N at the initial stage of calibration design0Initial load N0Is dimensioned such that the stress cells on the vibration-damping non-linear damper sense a clearly noticeable pressure, which is then according to the load spacing F0The load is increased stepwise, and the sequentially increasing load force can be expressed as: n is a radical of0、N0+F0、N0+2F0、N0+3F0、N0+4F0、N0+5F0,…,N0+nF0Wherein, the size of the n value fixed range is determined by the load limit stress value which can be borne by the vibration reduction nonlinear damper;
2) obtaining a damping characteristic curve: under the action of regular load stress, measuring the sampling time t of the variable load acting on the vibration damper, measuring the displacement change of the upper displacement sensor and the lower displacement sensor on the side wall of the vibration damper after the load acting, and according to the calculation principle of viscous damping theory, damping force FR(t) the magnitude is in direct proportion to the speed, the direction is opposite to the displacement motion speed, the displacement is assumed to be y (t), stress load signals on a pressure sensor and displacement signals collected by an upper displacement sensor and a lower displacement sensor on a vibration-damping nonlinear damper are preprocessed according to the corresponding relation among damping force, displacement and time, a nonlinear damping characteristic curve of the vibration-damping force changing along with the time is further obtained to observe the trend of the damping nonlinear change, and the traditional damping nonlinear curve is that a nonlinear damping overall characteristic amplification curve and a nonlinear damping overall reduction are obtained in an overall reduction modeA characteristic curve;
3) damping characteristic sectional weighting: according to the nonlinear damping characteristic curve obtained in the step 2), aiming at the weighting scaling factor, a piecewise discrete design of nonlinear damping is provided, and in the process of acquiring the stress load signal on the pressure sensor and the displacement signals collected by the upper displacement sensor and the lower displacement sensor, the magnitude of the piecewise weighting scaling factor of the nonlinear damping characteristic curve is respectively assumed to be within different and sequentially continuous unit time: [ c ] is1,c2,c3,...,cn]The original non-linear weighting characteristic S0Multiplying by different segment weighting scaling factors yields a characteristic curve segment of S1,S2,S3,...Sn-1,Sn]And in order to ensure the continuity of the scaled curve, damping force data corresponding to each unit time node position does not participate in the scaling process, and a curve expression formula obtained after the corresponding overall nonlinear damping weighting scaling is formula (1):
Figure GDA0003531494490000031
according to the discretization process, the original nonlinear damping characteristic curve is discretized step by step, in addition, the sectional weighting scaling factors of the nonlinear damping characteristic curve are mutually dependent on each other in the value of the sectional weighting scaling factor, and any sectional weighting scaling factor c is used for weighting the scaling factoriAnd ci+1To illustrate, applying the piecewise-weighted scaling factor ciThen, the corresponding scaling nonlinear damping characteristic segment is SiAt this time, the amplification factor curve S is not the damping characteristic(0n-i)·(1+ci) The damping effect on the damper is better than that on the non-damping characteristic reduction factor curve S(0n-i)·(1-ci) At this time, the secondary segment scaling factor ci+1The tendency to zoom in is corrected and can be expressed as:
ci+1＝ci+ξi
in which ξiScaling factor variation for segmentationCoefficient of variation, corresponding to ci+1The equivalent nonlinear damping characteristic curve of (a) can be expressed as:
S0＝S0i+1·(1±ci+1)＝S0i·(1±ci+ξi)；
4) establishing a segmentation weighting parameter set: considering the interaction effect between adjacent segment scaling factors in step 3), the segment scaling factors and the coefficient of variation values collected on each segment can accurately quantify the characteristics of the damping characteristic curve, so as to find the optimal scaling ratio of the vibration attenuation under the load of a specific vibration damping mechanism, and after the segment scaling factors and the coefficient of variation values are collected on each segment, a segment weighting parameter set is built step by step and can be expressed as:
S1:S(0,1),c1,0
S2:S(0,2),c2,ξ2
S3:S(0,3),c3,ξ3
...:...,...,...
Sn-1:S(0,n-1),cn-1,ξn-1
Sn:S(0,n),cn,ξn
wherein S is(0,1),S(0,2),S(0,3),...,S(0,n-1),S(0,n)Representing the original section of the nonlinear damping characteristic, c1,c2,c3,...,cn-1,cnPiecewise scaling factor, 0, ξ, representing a nonlinear damping characteristic curve2,ξ3,...,ξnThe coefficient of variation value of each section of the nonlinear damping characteristic curve;
5) parameter boundary element extraction: the original nonlinear damping characteristic curve is multiplied by the respective piecewise scaling factor and coefficient of variation value, and the assumed variation interval can be expressed as S0i·(1+ci+ξi)S0i·(1-ci+ξi)]Then the obtained non-linear piecewise weighting characteristic curve S0An optimum parameter value (c) is obtained over the corresponding variation intervaljAnd xij) The parameter value can make the damping effect of the damper tend to be optimal in the scaling process of the ith section, similarly, the optimal equal-subsection scaling factors, the variation coefficients and other parameter values in each section are respectively extracted one by one, and the extracted parameter values are sketched by a virtual curve, so that the optimal parameter boundary element of the whole nonlinear damping characteristic curve can be obtained, and the combination of the boundary element values can make the overall damping optimization of the damper tend to be optimal and also can be the final design target of the nonlinear characteristic curve;
6) designing a whole vehicle global boundary element: after the establishment of the whole sectional weighting parameter set of the single vibration damping and the acquisition of the optimal parameter boundary element are completed, because a plurality of vibration damping units are distributed on the whole commercial vehicle, and the respective load working conditions are different, the sectional weighting parameters and the optimal parameter boundary elements of the design of each vibration damping are also different, therefore, when the angle of the whole vehicle is designed, each independent vibration damping needs to be multiplied by punishment factors respectively to be matched with other vibration damping units to realize the global optimal vibration damping distribution on the whole vehicle, which can be expressed as:
Stotal＝η1∑(S1,c1,ξ1)+η2∑(S2,c2,ξ2)+,...,ηn∑(Sn,cn,ξn)
wherein eta is1,η2,...,ηnAssigning penalty values, S, to each non-linear damping on the vehicle1,S2,...,SnFor non-linear piecewise weighting of characteristic curves, c1,c2,...,cnPiecewise scaling factor, ξ, for a nonlinear damping characteristic curve1,ξ2,...,ξnCoefficient of variation of the piecewise scaling factor.
The technical scheme provides a more reasonable and accurate nonlinear damping design method, and the original characteristic curve S is subjected to0Performing discrete decomposition, performing characteristic weighting in multiple small ranges to finally form a nonlinear characteristic curve with multiple segments of scaling weighting, and comparing with the original scaling method of characteristic curve, adopting the discrete scaling weighting methodThe method is beneficial to meeting the design requirement of making the nonlinear characteristic curve design approach the target, avoids the occurrence of design errors caused by product scaling in a large range in the traditional method, and the scaling factors adopted by the technical scheme are different in each discrete section, the scaling factor is mainly determined by the sensitivity of parameters to performance in each discrete section of the research, the influence effect of parameter variation on the tuning performance is obvious, and the set value of the scaling factor is small, so that the scaling design in a small range is carried out. On the contrary, when the influence effect of the parameter variation on the tuning performance is slow, the set value of the scaling factor should be large, so that the slow factor range is quickly avoided, the sensitive parameter variation interval is quickly found, and the optimal scaling damping value with the nonlinear characteristic in each interval is searched.
In the technical scheme, in the determination of the scaling factor reference, the discrete upper-section nonlinear design characteristic curve is taken as the reference, a unified design standard is not taken as a design criterion, and the interaction effect between the continuity of damping scaling and the damping characteristic caused by continuous load change is considered, so that the matching accuracy of the nonlinear scaling is improved.
According to the technical scheme, the deviation characteristic of the curve of the vehicle body damping is referred to on the scaling proportion of the scaling factor, the scaling amplitude of the upper portion and the scaling amplitude of the lower portion are not the same as those of the traditional method, the analysis of an unnecessary nonlinear characteristic design interval by the traditional design method is avoided, and the development period and the cost are saved.
This technical scheme has drawed the design optimal value on the discrete each section, through outlining the optimal value of each section, can progressively obtain the optimal parameter boundary element that each section optimal value formed, make final design result more tend to the accuracy ization, design result value is convenient for designer later stage training reference, and training only need consider to the characteristic curve value in many small ranges because of the training, and avoided the analysis to the characteristic dullness, therefore reduced the training cycle greatly and be convenient for the standard parameter scaling database of each company and the inside formation model of research and development mechanism, be convenient for provide the reference to the damping design of equal motorcycle type.
According to the technical scheme, the vibration change trend of the commercial vehicle in the design process is considered, the segmented repair is continuously carried out, the nonlinear characteristic curve after modification is continuously increased in the original small section nonlinear characteristic optimal area, the designed nonlinear design result enables the vehicle industry to have credibility and practicability to model training, and the development and later maintenance adjustment period is shortened.
The method can reasonably and accurately design the nonlinear damping, improve the nonlinear scaling matching accuracy, save the development period and the cost, reduce the training period, facilitate the formation of the standard parameter scaling database of the model, and provide reference for the vibration reduction design of the same vehicle type.
Drawings
FIG. 1 is a schematic flow chart of a method for a boundary element of a whole commercial vehicle parameter in an embodiment;
FIG. 2 is a schematic diagram of a sensor profile of the damper according to an embodiment;
FIG. 3 is a diagram illustrating damping nonlinear characteristic curves in an embodiment;
FIG. 4 is a graph of the non-linear damping piecewise scaling trend in the embodiment;
FIG. 5 is a diagram illustrating parameter boundary metacurve extraction according to an embodiment.
In the figure, 1, a pressure sensor 2, an upper displacement sensor 3, a vibration reduction nonlinear damper 4, a lower displacement sensor 5, a nonlinear damping overall characteristic amplification curve 6, a nonlinear damping overall reduction characteristic curve 7, a nonlinear damping overall reduction characteristic curve 8 and an expression function S are shown as(0n-i)·(1+ci) The non-damping characteristic reduction factor curve 9. the expression function is S(0n-i)·(1-ci) The non-damping characteristic amplification factor curve 10, the variation interval 11, and the optimal parameter boundary element.
Detailed Description
The invention will be further elucidated with reference to the drawings and examples, without however being limited thereto.
Example (b):
a boundary element analysis method based on commercial vehicle parameters comprises the following steps:
1) applying a regular varying load: referring to FIG. 2, first, in damping nonlinearityThe upper port of the damper 3 is provided with a pressure sensor 1 to collect the change of the load, the side wall of the vibration-damping nonlinear damper 3 is provided with an upper displacement sensor 2 and a lower displacement sensor 4 to detect the displacement change under the action of the load force, and in the initial stage of calibration design, the upper port and the lower port of the vibration-damping nonlinear damper 3 are applied with a preset value as an initial load N0Initial load N0Is dimensioned such that the pressure sensor 1 on the vibration-damping nonlinear damper 3 senses a clearly noticeable pressure and then follows the load spacing F0The load is increased stepwise, and the sequentially increasing load force can be expressed as: n is a radical of0、N0+F0、N0+2F0、N0+3F0、N0+4F0、N0+5F0,…,N0+nF0Wherein, the size of the n value fixed range is determined by the load limit stress value which can be borne by the vibration reduction nonlinear damper 3;
2) obtaining a damping characteristic curve: under the action of a regular load stress, measuring the sampling time t of applying a variable load on the vibration damper 3, measuring the displacement change of the upper displacement sensor 2 and the lower displacement sensor 4 on the side wall of the vibration damper 3 after the load action, and according to the calculation principle of the viscous damping theory, measuring the damping force FR(t) the magnitude is in direct proportion to the speed, the direction is opposite to the displacement motion speed, the displacement is assumed to be y (t), the stress load signal on the pressure sensor 1 and the displacement signals collected by the upper displacement sensor 2 and the lower displacement sensor 4 on the vibration-damping nonlinear damper 3 are preprocessed according to the corresponding relation among the damping force, the displacement and the time, and a nonlinear damping characteristic curve 6 of the vibration-damping force changing along with the time is further obtained, as shown in fig. 3, the damping nonlinear change trend is observed, and a nonlinear damping overall characteristic amplification curve 5 and a nonlinear damping overall reduction characteristic curve 7 are obtained by the traditional damping nonlinear curve in an overall scaling mode;
3) damping characteristic sectional weighting: as shown in fig. 4, according to the nonlinear damping characteristic curve 6 obtained in step 2), a piecewise discrete design of nonlinear damping is proposed for the weighted scaling factor, under pressureIn the process of acquiring the stress load signal on the sensor 1 and the displacement signals collected by the upper displacement sensor 2 and the lower displacement sensor 4, the sizes of the piecewise weighting scaling factors of the nonlinear damping characteristic curves are respectively assumed to be within different and sequential unit times of n: [ c ] is1,c2,c3,...,cn]The original non-linear weighting characteristic S0Multiplying by different segment weighting scaling factors yields a characteristic curve segment of S1,S2,S3,...Sn-1,Sn]And in order to ensure the continuity of the scaled curve, damping force data corresponding to each unit time node position does not participate in the scaling process, and a curve expression formula obtained after the corresponding overall nonlinear damping weighting scaling is formula (1):
Figure GDA0003531494490000071
according to the discretization process, the original nonlinear damping characteristic curve is discretized step by step, in addition, the sectional weighting scaling factors of the nonlinear damping characteristic curve are mutually dependent on each other in the value of the sectional weighting scaling factor, and any sectional weighting scaling factor c is used for weighting the scaling factoriAnd ci+1To illustrate, applying the piecewise-weighted scaling factor ciThen, the corresponding scaling nonlinear damping characteristic segment is SiAt this time, the amplification factor curve S is not the damping characteristic(0n-i)·(1+ci)8 has better damping effect on the damper than the non-damping characteristic reduction factor curve S(0n-i)·(1-ci)9, the secondary segment scaling factor ci+1The tendency to zoom in is corrected and can be expressed as:
ci+1＝ci+ξi
in which ξiFor the coefficient of variation of the piecewise scaling factor, the corresponding equivalent nonlinear damping characteristic curve of ci +1 can be expressed as:
S0＝S0i+1·(1±ci+1)＝S0i·(1±ci+ξi)；
4) establishing a segmentation weighting parameter set: considering the interaction effect between adjacent segment scaling factors in step 3), the segment scaling factors and the coefficient of variation values collected on each segment can accurately quantify the characteristics of the damping characteristic curve, so as to find the optimal scaling ratio of the vibration attenuation under the load of a specific vibration damping mechanism, and after the segment scaling factors and the coefficient of variation values are collected on each segment, a segment weighting parameter set is built step by step and can be expressed as:
S1:S(0,1),c1,0
S2:S(0,2),c2,ξ2
S3:S(0,3),c3,ξ3
...:...,...,...
Sn-1:S(0,n-1),cn-1,ξn-1
Sn:S(0,n),cn,ξn
wherein S is(0,1),S(0,2),S(0,3),...,S(0,n-1),S(0,n)Representing the original section of the nonlinear damping characteristic, c1,c2,c3,...,cn-1,cnPiecewise scaling factor, 0, ξ, representing a nonlinear damping characteristic curve2,ξ3,...,ξnThe coefficient of variation value of each section of the nonlinear damping characteristic curve;
5) parameter boundary element extraction: as shown in fig. 5, the original nonlinear damping characteristic curve 6 is multiplied by the respective segment scaling factor and coefficient of variation value, and the range of variation 10 is assumed to be represented as S0i·(1+ci+ξi)S0i·(1-ci+ξi)]Then the obtained non-linear piecewise weighting characteristic curve S0An optimum parameter value (c) is obtained in each of the respective variation intervals 10jAnd xij) The parameter value can make the damping effect of the damper tend to be optimal in the scaling process of the ith section, and similarly, the optimal parameter values of the equal subsection scaling factor, the variation coefficient and the like in each section are respectively carried out one by oneExtracting, and using a virtual curve to outline the extracted parameter values, so as to obtain an optimal parameter boundary element 11 of the overall nonlinear damping characteristic curve, wherein the combination of the boundary element values can lead the overall vibration reduction optimization of the vibration absorber to be optimal and also to be the final design target of the nonlinear characteristic curve;
6) designing a whole vehicle global boundary element: after the establishment of the whole sectional weighting parameter set of the single vibration damping and the acquisition of the optimal parameter boundary element are completed, because a plurality of vibration damping units are distributed on the whole commercial vehicle, and the respective load working conditions are different, the sectional weighting parameters and the optimal parameter boundary elements of the design of each vibration damping are also different, therefore, when the angle of the whole vehicle is designed, each independent vibration damping needs to be multiplied by punishment factors respectively to be matched with other vibration damping units to realize the global optimal vibration damping distribution on the whole vehicle, which can be expressed as:
Stotal＝η1∑(S1,c1,ξ1)+η2∑(S2,c2,ξ2)+,...,ηn∑(Sn,cn,ξn)
wherein eta is1,η2,...,ηnAssigning penalty values, S, to each non-linear damping on the vehicle1,S2,...,SnFor non-linear piecewise weighting of characteristic curves, c1,c2,...,cnPiecewise scaling factor, ξ, for a nonlinear damping characteristic curve1,ξ2,...,ξnCoefficient of variation of the piecewise scaling factor.

Claims (1)

1. A boundary element analysis method based on commercial vehicle whole vehicle parameters is characterized by comprising the following steps:
1) applying a regular varying load: firstly, a pressure sensor is arranged at the upper port of the vibration-damping nonlinear damper, an upper displacement sensor and a lower displacement sensor are arranged on the side wall of the vibration-damping nonlinear damper, and a preset value is applied to the upper port and the lower port of the vibration-damping nonlinear damper as an initial load N at the initial stage of calibration design0Initial load, initial loadIs dimensioned such that the pressure sensor on the vibration-damping non-linear damper senses a clearly noticeable pressure, which is then dependent on the load spacing F0The load is increased stepwise, and the sequentially increasing load force can be expressed as: n is a radical of0、N0+F0、N0+2F0、N0+3F0、N0+4F0、N0+5F0,…,N0+nF0Wherein, the size of the n value fixed range is determined by the load limit stress value which can be borne by the vibration reduction nonlinear damper;
2) obtaining a damping characteristic curve: under the action of regular load stress, measuring the sampling time t of the variable load acting on the vibration damper, measuring the displacement change of the upper displacement sensor and the lower displacement sensor on the side wall of the vibration damper after the load acting, and according to the calculation principle of viscous damping theory, damping force FR(t) the magnitude is in direct proportion to the speed, the direction is opposite to the displacement motion speed, the displacement is assumed to be y (t), and according to the corresponding relation among the damping force, the displacement and the time, the stress load signals collected on the pressure sensor on the vibration damping damper and the displacement signals collected by the upper displacement sensor and the lower displacement sensor are preprocessed, so that a nonlinear damping characteristic curve of the vibration damping force changing along with the time is further obtained;
3) damping characteristic sectional weighting: according to the nonlinear damping characteristic curve obtained in the step 2), aiming at the weighting scaling factor, a piecewise discrete design of nonlinear damping is provided, and in the process of acquiring the stress load signal on the pressure sensor and the displacement signals collected by the upper displacement sensor and the lower displacement sensor, the magnitude of the piecewise weighting scaling factor of the nonlinear damping characteristic curve is respectively assumed to be within different and sequentially continuous unit time: [ c ] is1,c2,c3,...,cn]The original non-linear weighting characteristic S0Multiplying by different segment weighting scaling factors yields a characteristic curve segment of S1,S2,S3,...Sn-1,Sn]Wherein the damping force data corresponding to the node position in each unit time does not participate in the scaling process, and the corresponding wholeThe expression formula of the curve obtained after the nonlinear damping weighting scaling is formula (1):
Figure FDA0003531494480000011
according to the discretization process, the original nonlinear damping characteristic curve is discretized step by step, in addition, the sectional weighting scaling factors of the nonlinear damping characteristic curve are mutually dependent on each other in the value of the sectional weighting scaling factor, and any sectional weighting scaling factor c is used for weighting the scaling factoriAnd ci+1To illustrate, applying the piecewise-weighted scaling factor ciThen, the corresponding scaling nonlinear damping characteristic segment is SiAt this time, the amplification factor curve S is not the damping characteristic(0n-i)·(1+ci) The damping effect on the damper is better than that on the non-damping characteristic reduction factor curve S(0n-i)·(1-ci) At this time, the secondary segment scaling factor ci+1The tendency to zoom in is corrected and can be expressed as:
ci+1＝ci+ξi
in which ξiCoefficient of variation for piecewise scaling factor, corresponding to ci+1The equivalent nonlinear damping characteristic curve of (a) can be expressed as:
S0＝S0i+1·(1±ci+1)＝S0i·(1±ci+ξi)；
4) establishing a segmentation weighting parameter set: after collecting the segment scaling factor and the coefficient of variation value on each segment, the step-by-step set of segment weighting parameters can be expressed as:
S1:S(0,1),c1,0
S2:S(0,2),c2,ξ2
S3:S(0,3),c3,ξ3
...:...,...,...
Sn-1:S(0,n-1),cn-1,ξn-1
Sn:S(0,n),cn,ξn
wherein S is(0,1),S(0,2),S(0,3),...,S(0,n-1),S(0,n)Representing the original section of the nonlinear damping characteristic, c1,c2,c3,...,cn-1,cnPiecewise scaling factor, 0, ξ, representing a nonlinear damping characteristic curve2,ξ3,...,ξnThe coefficient of variation value of each section of the nonlinear damping characteristic curve;
5) parameter boundary element extraction: the original nonlinear damping characteristic curve is multiplied by the respective piecewise scaling factor and coefficient of variation value, and the assumed variation interval can be expressed as S0i·(1+ci+ξi)S0i·(1-ci+ξi)]Then the obtained non-linear piecewise weighting characteristic curve S0An optimum parameter value (c) is obtained in the corresponding variation intervaljAnd xij) The parameter value can lead the damping effect of the damping of the shock absorber to tend to be optimal in the scaling process of the ith section, respectively extracts the parameter values such as the optimal equal subsection scaling factor, the coefficient of variation and the like in each section one by one, and uses a virtual curve to outline the extracted parameter values, so that the optimal parameter boundary element of the whole nonlinear damping characteristic curve can be obtained, and the combination of the boundary element values can lead the overall damping optimization of the shock absorber to tend to be optimal and also lead the damping optimization to be the final design target of the nonlinear characteristic curve;
6) designing a whole vehicle global boundary element: after the establishment of a single vibration damping whole-segment weighting parameter set and the acquisition of an optimal parameter boundary element are completed, when the angle of the whole vehicle is designed, each independent vibration damping needs to be multiplied by a punishment factor respectively to be matched with other vibration damping units respectively to realize the global optimal vibration damping distribution on the whole vehicle, which can be expressed as:
Stotal＝η1∑(S1,c1,ξ1)+η2∑(S2,c2,ξ2)+,...,ηn∑(Sn,cn,ξn)
wherein eta is1,η2,...,ηnAssigning penalty values, S, to each non-linear damping on the vehicle1,S2,...,SnFor non-linear piecewise weighting of characteristic curves, c1,c2,...,cnPiecewise scaling factor, ξ, for a nonlinear damping characteristic curve1,ξ2,...,ξnCoefficient of variation of the piecewise scaling factor.
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