CN112413034B - Vehicle and vibration damping assembly - Google Patents

Vehicle and vibration damping assembly Download PDF

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Publication number
CN112413034B
CN112413034B CN201910785678.8A CN201910785678A CN112413034B CN 112413034 B CN112413034 B CN 112413034B CN 201910785678 A CN201910785678 A CN 201910785678A CN 112413034 B CN112413034 B CN 112413034B
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vibration
frequency
damper
mass
vibration damping
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CN112413034A (en
Inventor
饶建渊
靳春梅
邱优峰
刘飞
韩亮
赵建轩
熊飞
路怀华
钟立元
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SAIC Motor Corp Ltd
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SAIC Motor Corp Ltd
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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/004—Mounting arrangements for axles
    • 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
    • F16F15/023—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 fluid means
    • F16F15/027—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 fluid means comprising control arrangements
    • 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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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Vibration Prevention Devices (AREA)

Abstract

The invention discloses a vibration damping assembly, which comprises a first vibration damper and a second vibration damper, wherein the first vibration damper and the second vibration damper are combined to form an annular structure; the frequency of the second vibration absorber can be adjusted according to the vibration frequency of the wheel support so as to reduce the vibration transmitted to the vehicle body by the wheel support; the fixed frequency of a first damper of the vibration damping component determines the specific frequency according to the mode of the tire in the working state; the frequency of the second vibration absorber can be changed, the frequency of the second vibration absorber is properly adjusted according to road conditions, the total frequency of the vibration attenuation component reaches a proper range, the vibration attenuation component achieves a good vibration attenuation effect, the vibration transmitted to a vehicle body by the wheel support is reduced, the structural vibration of the road together is reduced, and the vibration noise in the vehicle is further reduced.

Description

Vehicle and vibration damping assembly
Technical Field
The invention relates to the technical field of engines, in particular to a vehicle and a vibration damping assembly.
Background
In recent years, with the rapid development of the automobile industry, the requirements of people on Vibration, Noise and comfort are higher and higher, and especially, the function of Noise in the automobile for improving the performance of the entire automobile NVH (Chinese is Noise, Vibration and comfort, and is called Noise, Vibration, Harshness, hereinafter referred to as NVH) is more and more obvious.
At present, the main factors influencing the noise in the vehicle include the noise generated by the powertrain and the noise generated by the unevenness of the road surface. The vibration noise of the power assembly can be reduced by improving parameters of all components of the power assembly. As can be seen from the present research, the main source of the noise generation in the vehicle is mostly from the vibration noise of the road surface, that is, the vibration noise of the road surface is the main component of the vibration noise in the vehicle.
In order to reduce the vibration noise in the vehicle, it is common to control the vibration radiation noise of the panel, for example, by structural modification, application of a damping layer, additional mass, or the like, to improve the acoustic characteristics in the vehicle.
The vibration noise in the vehicle is kept low as much as possible, which is one of the important issues that the vehicle designer needs to consider, and this is about the competitive ability of the vehicle in the market.
Disclosure of Invention
The invention provides a vibration damping assembly, which comprises a first vibration damper and a second vibration damper, wherein the first vibration damper and the second vibration damper are combined to form an annular structure; the frequency of the second vibration damper can be adjusted according to the vibration frequency of the wheel support, so that the vibration transmitted to the vehicle body by the wheel support is reduced.
The vibration damping component comprises two parts, wherein one part is a first vibration damper with fixed frequency, and the fixed frequency of the first vibration damper determines the specific frequency of the first vibration damper according to the mode of a tire in a working state; the other part is a second vibration damper which can change the frequency. The frequency of the second vibration absorber is properly adjusted according to road conditions, so that the total frequency of the vibration attenuation component reaches a proper range, the vibration attenuation component achieves a good vibration attenuation effect, the vibration transmitted to a vehicle body by the wheel support is reduced, the structural vibration of the road together is reduced, and the vibration noise in the vehicle is further reduced.
Optionally, the modal frequency of the tire acoustic cavity comprises a vertical vibration frequency FzAnd longitudinal vibration frequency FxCorrespondingly, the first damper is divided circumferentially into four spring mass regions: a first elastic mass region, a second elastic mass region, a third elastic mass region, and a fourth elastic mass region; the first and second elastic mass regions are arranged one above the other and have a first natural frequency equal to the vertical vibration frequency Fz(ii) a The third and fourth spring mass regions are arranged one behind the other and the first natural frequency of the two spring mass regions is equal to the longitudinal vibration frequency Fx。
Optionally, the second damper is an annular structure, the first elastic mass area, the second elastic mass area, the third elastic mass area and the fourth elastic mass area are all annular sections with a predetermined thickness, and each annular section is fitted and fitted with the inner peripheral wall of the annular structure.
Optionally, each annular segment includes an elastic layer and a rigid mass layer located on an inner peripheral wall of the elastic layer, the annular segment is further provided with a first radial through hole, a second radial through hole is provided at a corresponding position of the second damper, and a threaded portion of a bolt penetrates through the first radial through hole and the second radial through hole so as to be connected with an external fixing structure.
Optionally, the second vibration absorber includes an elastic base body forming an annular structure, and further includes a magnet, a weight block and a magnetic fluid embedded in the elastic base body; the balancing weights are uniformly arranged along the circumferential direction; the magnetic fluid hardness is adjusted by adjusting the current value in the electrified coil, so that the natural frequency of the second damper is changed.
Optionally, the electrical coil twines in the bolt is close to the head position, first radial through-hole is from inside to outside including the big footpath hole and the aperture hole that form the step face, the electrical coil pressure equipment in inside the big footpath hole.
Optionally, the inner peripheral wall of the first radial through hole, the step surface and the inner peripheral wall of the second radial through hole are provided with wear-resistant layers.
Optionally, a plurality of sets of fluid channels are further disposed inside the elastic base body, and inlets of the fluid channels are disposed on an outer surface or an inner surface of the elastic base body and used for communicating with an external fluid medium pipeline.
Optionally, four inward protruding bosses are uniformly arranged on the inner peripheral wall of the annular structure, and a mounting groove is formed between the two bosses and used for mounting the corresponding annular section.
Optionally, the mass of the vibration damping assembly is calculated according to the following formula:
Figure BDA0002177941870000031
the mass ratio range of the first damper and the second damper is as follows: 0.8-2.5; wherein: m1The wheel support mass; m2To brake the mass of the splash shield; m3The mass of the hub and the bearing; m is a group of4The quality of the connecting parts such as bolts and the like.
Optionally, the reference frequency of the second shock absorber is the front and rear wheel hop modal frequency F of the whole vehicle0I.e. natural frequency F of said second damper under full load condition of the vehiclev＝F0(ii) a The frequency of the second damper is adjusted within a range of [ Fmin，Fmax](ii) a Wherein Fmin，FmaxThe calculation method of (2) is as follows:
Fmin＝4Hz；
Figure BDA0002177941870000032
wherein VmaxThe unit is the maximum vehicle speed and m/s; rtIs the tire rolling radius in m.
Optionally, the current range of the electrified coil is [0, Imax]Current of energized coil is IiInitial current IiSatisfy stripThe following parts:
Figure BDA0002177941870000033
under the condition of initial current, Fv＝F0(ii) a Obtaining the maximum current I at the current of the electrified coilmaxWhen F is presentv＝Fmax。
Optionally, the vibration measurement device further comprises a vibration sensor for measuring a vibration parameter of the wheel carrier, and the natural frequency of the second damper is determined according to the following conditions: in [ F ]min，Fmax]Extracting within a range a peak frequency F corresponding to a maximum vibration acceleration value of the vibration sensormAdjusting the natural frequency F of said second damperv＝Fm。
Optionally, when the first-order free mode frequency of the wheel support is lower than 500Hz, the vibration sensor is arranged at the mode vibration mode node; and/or the first and/or second light sources,
when the first-order free mode frequency of the wheel support is larger than 500Hz, the arrangement position of the vibration sensor is arranged at a position close to the wheel center.
The invention provides a vehicle which comprises a wheel support, wherein a mounting hole for mounting a transmission shaft is formed in the wheel support, the vehicle also comprises the vibration damping assembly, the first vibration damper and the second vibration damper are mounted in the mounting hole, and the transmission shaft is partially positioned in an inner cavity of an annular structure formed by the first vibration damper and the second vibration damper.
The vehicle has the above-described vibration damping module, and therefore, also has the above-described technical effects of the vibration damping module.
Drawings
FIG. 1 is a schematic structural view of a vibration damping assembly in one embodiment of the present invention;
FIG. 2 is a schematic structural view of a first shock absorber in accordance with an embodiment of the present invention;
FIG. 3 is a schematic structural view of a second shock absorber in accordance with an embodiment of the present invention;
FIG. 4 is a schematic cross-sectional view of a second shock absorber in accordance with an embodiment of the present invention;
FIG. 5 is a schematic view of another orientation of the vibration attenuation module of the present invention;
FIG. 6 is a schematic view of a bolt and an energized coil forming assembly in accordance with an embodiment of the present invention;
FIG. 7 is a schematic view of a vibration dampening assembly mounted to a wheel carrier in accordance with an embodiment of the present invention;
FIG. 8 is a graph illustrating the relationship between vibration frequency and acceleration of a wheel carrier in accordance with an embodiment of the present invention.
Wherein, the one-to-one correspondence between the reference numbers and the component names in fig. 1 to 7 is as follows:
1-a first shock absorber; 11-an elastic layer; 12-a rigid mass layer; 13-step surface;
2-a second shock absorber; 21-an elastomeric matrix; 22-a counterweight block; 23-a magnet; 24-a magnetic fluid; 25-an electrical coil; 22 a-a fluid channel; 26-a wear resistant layer;
3-a bolt;
4-a wheel support;
5-vibration sensor.
Detailed Description
In order to make the technical solutions of the present invention better understood by those skilled in the art, the present invention will be further described in detail with reference to the accompanying drawings and specific embodiments.
Referring to fig. 1 to 8, the present invention provides a vibration damping module for reducing noise transmitted from a road surface to lower noise in a vehicle. The vibration damping assembly comprises a first damper 1 and a second damper 2 which are combined to form an annular structure.
The first vibration damper 1 has a fixed frequency, i.e. the frequency of the first vibration damper 1 is constant, the frequency value being constant. The fixed frequency of the first shock absorber 1 is substantially equal to the modal frequency of the tire acoustic cavity calculated from the vehicle tire, the vehicle body weight and the preset vehicle speed. The frequency may be obtained by computer three-dimensional modeling simulation of the vehicle or by empirical values.
The first vibration damper 1 may be a complete annular elastic member or an incomplete annular elastic member, for example, the first vibration damper 1 may include a plurality of elastic mass regions, which are arranged in an annular shape at intervals, and a preferred embodiment is given below.
The frequency of the second vibration damper 2 can be adjusted in accordance with the vibration frequency of the wheel carrier 4 in order to reduce the vibration transmitted from the wheel carrier 4 to the vehicle body. That is, the vibration damping module obtains a damping frequency adapted to the current road condition by adjusting the frequency of the second damper 2, thereby minimizing the vibration transmitted to the vehicle.
The vibration damping component comprises two parts, wherein one part is a first vibration damper 1 with fixed frequency, and the fixed frequency of the first vibration damper determines the specific frequency of the first vibration damper according to the mode of a tire in a working state; the other part is a second damper 2 of variable frequency. The frequency of the second vibration absorber 2 is properly adjusted according to road conditions, so that the total frequency of the vibration absorption assembly reaches a proper range, the vibration absorption assembly achieves a good vibration absorption effect, the vibration transmitted to a vehicle body by the wheel support 4 is reduced, the structural vibration of the road is reduced, and the vibration noise in the vehicle is further reduced.
The weight of the vibration damping module is one of the factors to be considered while achieving the vibration damping function, and the following design is made herein in order to satisfy the overall lightweight design requirement of the vehicle as much as possible.
In one embodiment, the modal frequencies of the tire acoustic cavity may include a vertical vibration frequency FzAnd longitudinal vibration frequency FxIt should be noted that, with reference to the vibration damping module being in a use state, the vertical direction (vertical direction) is defined as a vertical direction, and the longitudinal direction along the length direction of the vehicle body is defined as a longitudinal direction.
The first vibration damper 1 is divided circumferentially into four elastic mass regions: a first elastic mass region, a second elastic mass region, a third elastic mass region, and a fourth elastic mass region; the four elastic mass areas mainly refer to positions for realizing the elastic vibration reduction function and mass concentration, wherein the four elastic mass areas can be connected to form a ring, and only the connecting parts of the adjacent elastic mass areas have light elasticity or weight and can be ignored. Of course, the first elastic mass area, the second elastic mass area and the third elastic mass area can be independent block areas, and adjacent elastic mass areas are not connected with each other and are arranged in a scattered manner.
Wherein the first elastic mass region and the second elastic mass region are arranged one above the other and the first natural frequency of the two elastic mass regions is equal to the vertical vibration frequency Fz. The first and second elastic mass regions may be the same size and weight. The third elastic mass area and the fourth elastic mass area are arranged in front of and behind each other, and the first-order natural frequency of the two elastic mass areas is equal to the longitudinal vibration frequency Fx. The third and fourth elastic mass regions may also be the same size and weight.
It is preferred herein that the four elastic mass regions are of the same shape, size and weight, i.e. that they are annular segments of the same arc, arranged at the same diameter. In one embodiment, the first, second, third and fourth elastic mass regions are each defined as: sF、SR、SU、SD(ii) a The first order natural frequencies of the above four components are: fSF、FSR、FSU、FSDThe designed structure satisfies the following conditions: fSF＝FSR＝Fx，FSU＝FSD＝Fz。
In a preferred embodiment, the second damper 2 may be designed as an annular structure, and the first elastic mass area, the second elastic mass area, the third elastic mass area and the fourth elastic mass area are all annular sections with a predetermined thickness, and each annular section is installed in fit with the inner peripheral wall of the annular structure.
The resilient mass areas may be attached to the inner wall of the annular structure in a number of ways, such as by gluing, bolting 3 or otherwise. The following description is given of embodiments in which the fixing of the elastic mass area is achieved using the bolt 3.
Three factors are required for the realization of the damping function of the vibration damping assembly: certain mass, stiffness and damping. Therefore, the elastic mass area in the form of the ring-shaped segment can comprise the elastic layer 11 and the rigid mass layer 12 positioned on the inner peripheral wall of the elastic layer 11, the elastic layer 11 mainly serves as a damping unit for generating elastic deformation and absorbing vibration, and the rigid mass layer 12 can increase the mass and the rigidity to a certain extent.
The ring segment may also be provided with a first radial through hole, and a second radial through hole is provided at a corresponding position of the second damper 2, and the threaded portion of the bolt 3 passes through the first and second radial through holes so as to be connected with an external fixing structure. The first radial through bore may have an inner diameter greater than the inner diameter of the second radial through bore to define a step surface 13 therebetween to facilitate positioning of the electrical coil 25 as will be described in more detail below.
The bolt 3 has high fixing reliability and is favorable for fixing and mounting with an external fixing structure (a transmission shaft mounting hole).
In the above embodiments, the second vibration absorber 2 may include an elastic base 21 forming a ring structure, and a magnet 23, a weight 22 and a magnetic fluid 24 are disposed inside the elastic base 21; the counter weights 22 are arranged uniformly in the circumferential direction. In the same way, the elastomer base 21 also serves to provide deformation damping, and the weight 22 serves to provide a predetermined weight for the second damper 2.
The second vibration damper 2 further includes an energizing coil 25, and the hardness of the magnetic fluid 24 is adjusted by adjusting the value of the current in the energizing coil 25 to change the natural frequency of the second vibration damper 2. That is, the magnitude of the magnetic field around the current-carrying coil 25 can be adjusted by adjusting the magnitude of the current, thereby achieving the hardness of the magnetic fluid 24. The magnitude of the hardness of the magnetic fluid 24 directly affects the natural frequency of the second damper 2. I.e. the different hardness values of the magnetic fluid 24 correspond to different natural frequencies of the second vibration damper 2.
The second damper 2 in the above embodiment has a relatively simple structure, is easy to implement, and has a relatively high control accuracy.
The energizing coil 25 can be mounted in various ways as long as the hardness of the magnetic fluid 24 can be changed. A preferred mounting is given below.
In a preferred embodiment, the energizing coil 25 is wound around the bolt 3 near the head, the first radial through hole includes a large diameter hole and a small diameter hole forming a stepped surface from the inside to the outside, and the energizing coil 25 is press-fitted inside the large diameter hole. In order to improve the mounting reliability, the inner peripheral wall of the first radial through hole and the step surface 13 are both provided with a wear-resistant layer 26.
Similarly, the inner peripheral wall of the second radial through hole may be further provided with a wear-resistant layer 26, so as to minimize wear between the bolt 3 and the second radial through hole.
In order to better adjust the natural frequency of the second shock absorber 2, the interior of the elastomeric body 21 may also be provided with a plurality of sets of fluid passages 22a, the inlets of each set of fluid passages 22a being provided on the outer or inner surface of the elastomeric body 21 for communication with an external fluid medium line. That is, the interior of the elastomeric body 21 is provided with a cavity, the cavity interior can be filled with a fluid, and by changing the amount of the filled fluid, the stiffness of the elastomeric body 21 can be further rapidly adjusted.
The fluid to be filled may be either a gas or a liquid.
The elastic base 21 may be made of rubber or other material having elastic deformation.
The inner peripheral wall of the annular structure in each embodiment can be uniformly provided with four bosses protruding inwards, and a mounting groove is formed between the two bosses and used for mounting the corresponding annular section. The structure is beneficial to the installation and positioning of the annular section.
The mass of the vibration damping assembly is determined according to the vehicle body to which it is applied, and a method of calculating a superior mass of the vibration damping assembly is provided herein, as follows.
In one embodiment, the mass of the vibration damping assembly may be calculated according to the following formula:
Figure BDA0002177941870000081
further, the mass ratio of the first damper 1 and the second damper 2 may range from 0.8 to 2.5.
In the above calculation formula, M1Is the mass of the wheel bracket 4; m2To brake the mass of the splash shield; m3The mass of the hub and the bearing; m4Is the mass of the fixing bolt 3 between the wheel carrier 4 and the hub.
In a particular wheel carrier 4, M4Is a wheelThe weight of four bolts 3 on the bracket 4.
The vibration damping component obtained by the calculating method has good comprehensive effects of quality, size and vibration damping effect.
The reference frequency of the second damper 2 is the modal frequency of front and rear wheel jump of the whole vehicle, namely the modal frequency F determined by the vertical load of the tire and the full load mass of the whole vehicle0I.e. the natural frequency F of the second damper 2 in the fully loaded condition of the vehiclev＝F0(ii) a The frequency of the second damper 2 is adjusted within a range of [ F ]min，Fmax](ii) a Wherein Fmin，FmaxThe calculation method of (2) is as follows:
Fmin＝4Hz；
Figure BDA0002177941870000091
wherein VmaxThe maximum vehicle speed is in m/s; rtIs the tire rolling radius in m.
For the embodiment described above in which the hardness of the magnetic fluid 24 is changed by changing the magnitude of the current in the electrical coil 25, the electrical coil 25 has a current [0, I ]max]Current of the electrified coil 25 is IiInitial current IiThe following conditions are satisfied:
Figure BDA0002177941870000092
natural frequency F of the second vibration damper 2 in the initial current conditionv＝F0(ii) a The maximum current I is obtained at the current of the electrified coil 25maxWhile the fixed frequency F of the second damper 2v＝Fmax。
That is, under the above conditions, the second damper 2 is formed by selecting appropriate components of the elastic matrix 21, the magnetic fluid 24, and the like.
For automatic control, the vibration damping assembly further comprises a vibration sensor 5 for measuring a vibration parameter of the wheel carrier 4, and the natural frequency of the second vibration damper 2 is determined according to: in [ F ]min，Fmax]Extracting the peak corresponding to the maximum acceleration value of the vibration sensor 5 within the rangeFrequency of value FmAdjusting the natural frequency F of the second damper 2v＝Fm。
Practice proves that the second shock absorber 2 provided by the invention can well reduce vibration noise generated by interaction of a tire and the ground, particularly reduce vibration noise in a vehicle of 4-50Hz caused by first-order and second-order unbalanced excitation and road excitation of the tire; and the noise in the vehicle caused by the cavity mode of the tire at about 200Hz is reduced.
The following two specific embodiments are provided for the mounting position of the vibration sensor 5.
First, the vibration sensor 5 is disposed at the mode shape node when the wheel carrier 4 first order free mode frequency is below 500 Hz. That is, the vibration sensor 5 is mounted at a position where the vibration displacement of the wheel carrier 4 is minimum.
Second, when the first-order free mode frequency of the wheel carrier 4 is greater than 500Hz, the vibration sensor is disposed at a position close to the wheel center.
On the basis of the vibration damping assembly, the invention further provides a vehicle which comprises a wheel support 4, wherein a mounting hole for mounting a transmission shaft is formed in the wheel support 4, the vehicle also comprises the vibration damping assembly, the first vibration damper 1 and the second vibration damper 2 are mounted in the mounting hole, and the part of the transmission shaft is located in an inner cavity of an annular structure formed by the first vibration damper 1 and the second vibration damper 2.
Please refer to the prior art for the structure of other parts of the vehicle, which is not described herein.
The vehicle has the above-described vibration damping module, and therefore, also has the above-described technical effects of the vibration damping module.
The vehicle and vibration damping assembly provided by the present invention have been described in detail above. The principles and embodiments of the present invention are explained herein using specific examples, which are presented only to assist in understanding the method and its core concepts. It should be noted that, for those skilled in the art, it is possible to make various improvements and modifications to the present invention without departing from the principle of the present invention, and those improvements and modifications also fall within the scope of the claims of the present invention.

Claims (14)

1. A vibration damping assembly, characterized by comprising a first damper (1) and a second damper (2) combined to form an annular structure, said first damper (1) having a fixed frequency substantially equal to a modal frequency of a tire acoustic cavity calculated from a vehicle tire, a vehicle body weight and a preset vehicle speed; the frequency of the second vibration damper (2) can be adjusted according to the vibration frequency of the wheel support (4) so as to reduce the vibration transmitted to the vehicle body by the wheel support (4); the modal frequency of the tire sound cavity comprises a vertical vibration frequency FzAnd longitudinal vibration frequency FxCorrespondingly, the first vibration damper (1) is divided circumferentially into four spring mass regions: a first elastic mass region, a second elastic mass region, a third elastic mass region, and a fourth elastic mass region; the first and second elastic mass regions are arranged one above the other and have a first natural frequency equal to the vertical vibration frequency Fz(ii) a The third and fourth spring mass regions are arranged one behind the other and the first natural frequency of the two spring mass regions is equal to the longitudinal vibration frequency Fx。
2. A vibration damping assembly according to claim 1, wherein said second vibration damper (2) is an annular structure, and said first, second, third and fourth elastic mass regions are annular segments having a predetermined thickness, each annular segment being fitted in close fit with an inner peripheral wall of said annular structure.
3. A vibration damping assembly according to claim 2, wherein each ring segment comprises an elastic layer (11) and a rigid mass layer (12) located on the inner peripheral wall of said elastic layer (11), said ring segment being further provided with a first radial through hole, said second damper (2) being correspondingly provided with a second radial through hole, the threaded portion of the bolt (3) passing through said first and second radial through holes for connection with an external fixing structure.
4. A vibration damping assembly according to claim 3, wherein said second vibration damper (2) comprises an elastomeric matrix (21) forming an annular structure, further comprising a magnet (23), a weight (22) and a magnetic fluid (24) built into said elastomeric matrix (21); the balancing weights (22) are uniformly arranged along the circumferential direction of the elastic base body (21); the magnetic fluid damper further comprises an electrified coil (25), and the hardness of the magnetic fluid (24) is adjusted by adjusting the current value in the electrified coil (25) so as to change the natural frequency of the second damper (2).
5. A vibration damping assembly according to claim 4, wherein said energizing coil (25) is wound around said bolt (3) at a position close to the head, said first radial through hole includes a large-diameter hole and a small-diameter hole forming a stepped surface from the inside to the outside, and said energizing coil (25) is press-fitted inside said large-diameter hole.
6. A vibration damping assembly as defined in claim 5, wherein the inner peripheral wall of said first radial through hole, said step surface (13) and the inner peripheral wall of said second radial through hole are provided with a wear resistant layer (26).
7. A vibration damping assembly according to claim 4, wherein said elastomeric body (21) is further provided with a plurality of sets of fluid passages (22a) therein, the inlets of each set of fluid passages (22a) being provided at an outer or inner surface of said elastomeric body (21) for communication with an external fluid medium conduit.
8. A vibration damping assembly as claimed in claim 4, wherein the inner peripheral wall of said annular structure is uniformly provided with four inwardly projecting bosses with mounting slots formed between adjacent bosses for mounting respective annular segments.
9. A vibration damping assembly according to claim 1, wherein the mass M of the vibration damping assembly is calculated according to the formula:
Figure FDA0003638022350000021
the mass ratio range of the first damper (1) and the second damper (2) is as follows: 0.8-2.5; wherein: m1The wheel support mass; m2To brake the mass of the splash shield; m3The mass of the hub and the bearing; m4The quality of the connecting parts such as bolts and the like.
10. A vibration damping assembly according to any of claims 4 to 8, wherein the reference frequency of the second vibration damper (2) is the front-rear wheel hop modal frequency F of the entire vehicle0Natural frequency F of the second damper (2) under full load of the vehiclev＝F0(ii) a The frequency of the second vibration damper (2) is adjusted within the range of [ Fmin，Fmax](ii) a Wherein the minimum frequency FminAnd a maximum frequency FmaxThe calculation method of (2) is as follows:
Fmin＝4Hz；
Figure FDA0003638022350000022
wherein VmaxThe maximum vehicle speed is in m/s; rtIs the tire rolling radius in m.
11. Vibration damping arrangement according to claim 10, characterized in that the current range of the energized coil (25) is [0, Imax]Initial current I of said energized coil (25)iThe following conditions are satisfied:
Figure FDA0003638022350000031
under the condition of initial current, Fv＝F0(ii) a Obtaining a maximum current I at the current of said energized coil (25)maxWhen F is presentv＝Fmax。
12. A vibration damping assembly according to claim 1, further comprising a vibration sensor for measuring a vibration parameter of the wheel carrier, the natural frequency of the second vibration damper (2) being determined by: in [ F ]min，Fmax]Extracting within a range a peak frequency F corresponding to a maximum vibration acceleration value of the vibration sensormAdjusting the natural frequency F of the second vibration damper (2)v＝Fm。
13. A vibration attenuation module according to claim 12, wherein the vibration sensor is disposed at a mode node when the wheel carrier first order free mode frequency is below 500 Hz; and/or the first and/or second light sources,
when the first-order free mode frequency of the wheel support is larger than 500Hz, the arrangement position of the vibration sensor is arranged at a position close to the wheel center.
14. A vehicle comprising a wheel carrier, characterized in that the wheel carrier is provided with mounting holes for mounting a drive shaft, the vehicle further comprising a vibration damping assembly according to any one of claims 1 to 13, wherein the first (1) and second (2) vibration dampers are mounted in the mounting holes, and the drive shaft is partially located in an inner cavity of an annular structure formed by the first (1) and second (2) vibration dampers.
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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002178703A (en) * 2000-12-13 2002-06-26 Bridgestone Corp Elastic wheel
DE10116440A1 (en) * 2001-04-02 2002-10-17 Daimler Chrysler Ag Running gear oscillations reduction device for railway vehicle has actuator controlled to be passive for vibrations in first frequency range, activated for vibrations in second frequency range
DE102013013324A1 (en) * 2013-08-09 2015-02-12 Audi Ag Suspension for a vehicle
CN105539046A (en) * 2016-02-24 2016-05-04 浙江大学台州研究院 Vehicle active inerter type dynamic vibration absorption suspension
CN105626760A (en) * 2016-01-18 2016-06-01 同济大学 Particle damping absorber with wheel and electromagnetic rheological fluid for railway vehicles
CN107696789A (en) * 2017-10-20 2018-02-16 株洲时代新材料科技股份有限公司 A kind of dynamic absorber formula wheel noise reduction block and noise-reduction method

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002178703A (en) * 2000-12-13 2002-06-26 Bridgestone Corp Elastic wheel
DE10116440A1 (en) * 2001-04-02 2002-10-17 Daimler Chrysler Ag Running gear oscillations reduction device for railway vehicle has actuator controlled to be passive for vibrations in first frequency range, activated for vibrations in second frequency range
DE102013013324A1 (en) * 2013-08-09 2015-02-12 Audi Ag Suspension for a vehicle
CN105626760A (en) * 2016-01-18 2016-06-01 同济大学 Particle damping absorber with wheel and electromagnetic rheological fluid for railway vehicles
CN105539046A (en) * 2016-02-24 2016-05-04 浙江大学台州研究院 Vehicle active inerter type dynamic vibration absorption suspension
CN107696789A (en) * 2017-10-20 2018-02-16 株洲时代新材料科技股份有限公司 A kind of dynamic absorber formula wheel noise reduction block and noise-reduction method

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