液压减振器建模及在整车性能调校中的应用研究
摘要
汽车最高车速的提高，对汽车的操纵稳定性与平顺性提出了更高的要求。悬架系统中的液压减振器对包括操纵稳定性及平顺性在内的多项整车性能有影响，例如：车辆在通过不同波长路面时车身振动幅度对路面输入的放大；在通过脉冲路面时车身垂向加速度的突然变化；在通过粗糙路面时对轮胎接地载荷的控制；在转弯过程中对车身侧倾的控制；在制动以及加速过程中对车身俯仰的控制等等。同时，不同的整车性能对减振器特性的要求经常发生冲突，在这种情况下工程师必须要对整车性能有所取舍，牺牲某项车辆性能来保证更重要的性能。正因为如此，减振器设计人员也致力于对减振器的结构进行改进，以使得减振器特性能同时满足更多相互冲突的整车性能。
本文所研究的某乘用车减振器即为能够提高设计与调校的灵活性，结构上具有两级复原阀的减振器。基于液压原理建立了两级复原阀减振器的物理模型，研究了其参数对减振器特性的影响。物理模型的建模过程以及对减振器特性所做的研究如下：1）基于液压原理建立了结构上具有两级复原阀的减振器的物理模型，模型中包含11个可调参数。依次对减振器内部各阀的建模原理、参数测量、参数辨识过程进行了研究。为提高参数辨识的效率，采用了分步辨识的方法；2）减振器物理模型建立完成后，对模型进行了验证；3）以后减振器为例，对模型中阀系参数变化后减振器外特性的变化规律进行了研究。结果表明两级复原阀减振器增加了减振器特性调校的灵活性。减振器总体的复原阻尼特性利用第二级复原阀调定后，通过第一级复原阀可以实现对0.1m/s以下速度段减振器特性单独调整，增大了减振器低速阻尼调试的灵活性，降低了设计与调校的难度。
减振器在定型之前要经过有经验的设计师对车辆性能主观评价，根据评价结果对减振器的结构参数反复调试。在两级复原阀减振器的调试过程中，由于参数众多，需要明确减振器各参数对整车性能的影响规律。否则，调校过程中容易出现混淆，导致调试反复迭代，降低减振器开发效率。因此，研究清楚具体到某项车辆性能需要调整时应该调节减振器的哪些参数，是当前车辆开发过程中一项必要而紧迫的任务。所以，本文通过将所建立的减振器模型接入整车模型，研究了减振器两级复原阀以及压缩阀节流孔面积、开阀压力、阀片组合的刚度对整车性能的影响，其研究思路为：1）根据整车动力学仿真软件所分别具有的优势，建立了适用于操纵稳定性、加速、制动等相对低频工况仿真的Carsim整车模型，以及适合平顺性仿真的Adams/ride模型；2）将前面所建立的两级复原阀减振器物理模型接入整车仿真平台，利用相对应工况的试验数据对整车模型进行了验证；3）对各工况下减振器的工作速度进行统计，根据减振器速度初步选取可以调节的参数，再比较这些参数对车辆性能的影响大小，选择对整车性能影响效果显著的参数，对整车性能进行调校。基于整车性能对减振器参数进行调校，搭建了减振器供应商与整车厂之间的桥梁，提高了汽车正向开发过程中减振器的设计与调校的效率，具有实际工程意义。
当工程师将不同的减振器分别建立模型，接入整车模型对整车性能进行评价，实现减振器选型，或利用CAE方法对底盘零部件进行疲劳寿命分析时，减振器模型不需要具备可调整性，只需要能够准确描述减振器特性，此时非参数模型具有明显优势。本文对基于支持向量机回归算法建立减振器非参数模型的方法进行了探索，分别建立了前后减振器的支持向量机回归模型，并与反向传播神经网络（BPNN）以及泛化回归神经网络（GRNN）方法进行了对比。
综上所述，本文建立了两级复原阀减振器的物理模型，研究了基于整车性能对此减振器的结构参数进行调整的方法，并对利用支持向量机建立减振器非参数模型的方法进行了探索，主要创新点如下：
1.建立了具有两级复原阀结构的减振器的物理模型。模型中包含11个可调参数，为提高参数辨识的效率，提出了对模型中未知参数分步辨识的方法。
2.研究了两级复原阀减振器各参数变化对减振器特性的影响，及减振器各参数变化对整车性能的影响，探索了基于整车性能的减振器调校方法。
3.提出了利用支持向量机回归算法建立减振器非参数模型的方法。
With the raise of the maximum speed of the car, the handling and ride comfort are moreimportant than before. Hydraulic shock absorber can affect a number of vehicleperformances, including handling and ride comfort. For example, it can influence the bodyvibration induced by different wavelength pavement road. It can also influence the suddenchanges in body vertical acceleration by impulse road. The tire dynamic load in rough roadcan be controlled by the shock absorber. The shock absorber can also control the roll andpitch angle velocity of the body when cornering, braking and accelerating. At the same time,there are conflicts because different vehicle performances need different shock absorbercharacteristics. In this case, the engineer must have a compromise between different vehicleperformances. This is why the shock absorber engineer is committed to improve the structureof the shock absorber to adapt the conflicting vehicle performance.
The shock absorber that this thesis studied has two stages rebound valve, can improve theflexibility of the shock absorber design and tuning. The physical model of this kind shockabsorber is developed. The correspondence between shock absorber parameters andcharacteristics are studied based on the physical model. The modeling process as well as theresearch on the shock absorber characteristics are as follows:1) The physical model of twostages rebound valve shock absorber is developed, there are11tunable parameters in thismodel. The modeling principle, parameter measurement, parameter identification are studiedsuccessively.2) The model is validated using test data.3) Take the rear shock absorber asexample, the correspondence between shock absorber parameters and characteristics arestudied. The results show that the two stages rebound valve shock absorber increase theflexibility of tuning. The second stage rebound valve control the overall characteristics of theshock absorber. The first stages rebound valve control the characteristics below0.1m/s. Thetwo stages rebound valve shock absorber reduced the difficulty of shock absorber tuning.
The vehicle performance must be subjective evaluated by experience engineer before theshock absorber in stereotypes. The consturcture parameters can be modified according to theresults of evaluation. In the process of tuning, engineer must understand the correspondencebetween the shock absorber parameters and full vehicle performance. Otherwise, time willbe wasted. Accordingly, the urgent mask is to straighten out the relationship between the valve parameters and the shock absorber characteristics, and study the correspondencebetween the valve parameters and the full vehicle performance clearly. So, the shockabsorber model is linked to the full vehicle model. Then the car performance changesinfluenced by the parameters of shock absorber are studied. The process is as follows:1)Two full vehicle models are developed according to the advantages of the software. TheCARSIM model is suitable for handling, braking and acceleration simulation. The ADAMSmodel is suitable for ride comfort.2) The shock absorber physical model is linked to fullvehicle model, and then the full vehicle model is validated using test data.3) The shockabsorber velocity is counted in all conditions. The parameters which can cause obviouschange in full vehicle are studied. The full vehicle performances are tuned by theseparameters. This method builds a bridge between the damper suppliers and OEMs toimprove the efficiency of the vehicle development. It has practical engineering significance.The nonparametric model of the shock absorber has obvious advantages in shock absorberselection or fatigue analysis of chassis components. The SVR algorithm used for modelingshock absorber is explored. And the nonparametric models of two shock absorbers aredeveloped. The effects of SVR are compared with BPNN and GRNN.
In summary, the physical model of two stages rebound valve shock absorber is developed.The correspondences between shock absorber parameters and full vehicle performance arestudied. Innovations in this thesis are as follows:
1. The model of the shock absorber which has two class rebound valve is developed, thismodel has11tunable parameters. Step-by-step method is put forward to identify theunknown parameters in the model.
2. The influences on shock absorber characteristics caused by the valve parameters areanalysised. The full vehicle performance is tuned by change valve parameters.
3. The nonparametric shock absorber model is created using support vector machineregression.
本文所研究的某乘用车减振器即为能够提高设计与调校的灵活性，结构上具有两级复原阀的减振器。基于液压原理建立了两级复原阀减振器的物理模型，研究了其参数对减振器特性的影响。物理模型的建模过程以及对减振器特性所做的研究如下：1）基于液压原理建立了结构上具有两级复原阀的减振器的物理模型，模型中包含11个可调参数。依次对减振器内部各阀的建模原理、参数测量、参数辨识过程进行了研究。为提高参数辨识的效率，采用了分步辨识的方法；2）减振器物理模型建立完成后，对模型进行了验证；3）以后减振器为例，对模型中阀系参数变化后减振器外特性的变化规律进行了研究。结果表明两级复原阀减振器增加了减振器特性调校的灵活性。减振器总体的复原阻尼特性利用第二级复原阀调定后，通过第一级复原阀可以实现对0.1m/s以下速度段减振器特性单独调整，增大了减振器低速阻尼调试的灵活性，降低了设计与调校的难度。
减振器在定型之前要经过有经验的设计师对车辆性能主观评价，根据评价结果对减振器的结构参数反复调试。在两级复原阀减振器的调试过程中，由于参数众多，需要明确减振器各参数对整车性能的影响规律。否则，调校过程中容易出现混淆，导致调试反复迭代，降低减振器开发效率。因此，研究清楚具体到某项车辆性能需要调整时应该调节减振器的哪些参数，是当前车辆开发过程中一项必要而紧迫的任务。所以，本文通过将所建立的减振器模型接入整车模型，研究了减振器两级复原阀以及压缩阀节流孔面积、开阀压力、阀片组合的刚度对整车性能的影响，其研究思路为：1）根据整车动力学仿真软件所分别具有的优势，建立了适用于操纵稳定性、加速、制动等相对低频工况仿真的Carsim整车模型，以及适合平顺性仿真的Adams/ride模型；2）将前面所建立的两级复原阀减振器物理模型接入整车仿真平台，利用相对应工况的试验数据对整车模型进行了验证；3）对各工况下减振器的工作速度进行统计，根据减振器速度初步选取可以调节的参数，再比较这些参数对车辆性能的影响大小，选择对整车性能影响效果显著的参数，对整车性能进行调校。基于整车性能对减振器参数进行调校，搭建了减振器供应商与整车厂之间的桥梁，提高了汽车正向开发过程中减振器的设计与调校的效率，具有实际工程意义。
当工程师将不同的减振器分别建立模型，接入整车模型对整车性能进行评价，实现减振器选型，或利用CAE方法对底盘零部件进行疲劳寿命分析时，减振器模型不需要具备可调整性，只需要能够准确描述减振器特性，此时非参数模型具有明显优势。本文对基于支持向量机回归算法建立减振器非参数模型的方法进行了探索，分别建立了前后减振器的支持向量机回归模型，并与反向传播神经网络（BPNN）以及泛化回归神经网络（GRNN）方法进行了对比。
综上所述，本文建立了两级复原阀减振器的物理模型，研究了基于整车性能对此减振器的结构参数进行调整的方法，并对利用支持向量机建立减振器非参数模型的方法进行了探索，主要创新点如下：
1.建立了具有两级复原阀结构的减振器的物理模型。模型中包含11个可调参数，为提高参数辨识的效率，提出了对模型中未知参数分步辨识的方法。
2.研究了两级复原阀减振器各参数变化对减振器特性的影响，及减振器各参数变化对整车性能的影响，探索了基于整车性能的减振器调校方法。
3.提出了利用支持向量机回归算法建立减振器非参数模型的方法。
With the raise of the maximum speed of the car, the handling and ride comfort are moreimportant than before. Hydraulic shock absorber can affect a number of vehicleperformances, including handling and ride comfort. For example, it can influence the bodyvibration induced by different wavelength pavement road. It can also influence the suddenchanges in body vertical acceleration by impulse road. The tire dynamic load in rough roadcan be controlled by the shock absorber. The shock absorber can also control the roll andpitch angle velocity of the body when cornering, braking and accelerating. At the same time,there are conflicts because different vehicle performances need different shock absorbercharacteristics. In this case, the engineer must have a compromise between different vehicleperformances. This is why the shock absorber engineer is committed to improve the structureof the shock absorber to adapt the conflicting vehicle performance.
The shock absorber that this thesis studied has two stages rebound valve, can improve theflexibility of the shock absorber design and tuning. The physical model of this kind shockabsorber is developed. The correspondence between shock absorber parameters andcharacteristics are studied based on the physical model. The modeling process as well as theresearch on the shock absorber characteristics are as follows:1) The physical model of twostages rebound valve shock absorber is developed, there are11tunable parameters in thismodel. The modeling principle, parameter measurement, parameter identification are studiedsuccessively.2) The model is validated using test data.3) Take the rear shock absorber asexample, the correspondence between shock absorber parameters and characteristics arestudied. The results show that the two stages rebound valve shock absorber increase theflexibility of tuning. The second stage rebound valve control the overall characteristics of theshock absorber. The first stages rebound valve control the characteristics below0.1m/s. Thetwo stages rebound valve shock absorber reduced the difficulty of shock absorber tuning.
The vehicle performance must be subjective evaluated by experience engineer before theshock absorber in stereotypes. The consturcture parameters can be modified according to theresults of evaluation. In the process of tuning, engineer must understand the correspondencebetween the shock absorber parameters and full vehicle performance. Otherwise, time willbe wasted. Accordingly, the urgent mask is to straighten out the relationship between the valve parameters and the shock absorber characteristics, and study the correspondencebetween the valve parameters and the full vehicle performance clearly. So, the shockabsorber model is linked to the full vehicle model. Then the car performance changesinfluenced by the parameters of shock absorber are studied. The process is as follows:1)Two full vehicle models are developed according to the advantages of the software. TheCARSIM model is suitable for handling, braking and acceleration simulation. The ADAMSmodel is suitable for ride comfort.2) The shock absorber physical model is linked to fullvehicle model, and then the full vehicle model is validated using test data.3) The shockabsorber velocity is counted in all conditions. The parameters which can cause obviouschange in full vehicle are studied. The full vehicle performances are tuned by theseparameters. This method builds a bridge between the damper suppliers and OEMs toimprove the efficiency of the vehicle development. It has practical engineering significance.The nonparametric model of the shock absorber has obvious advantages in shock absorberselection or fatigue analysis of chassis components. The SVR algorithm used for modelingshock absorber is explored. And the nonparametric models of two shock absorbers aredeveloped. The effects of SVR are compared with BPNN and GRNN.
In summary, the physical model of two stages rebound valve shock absorber is developed.The correspondences between shock absorber parameters and full vehicle performance arestudied. Innovations in this thesis are as follows:
1. The model of the shock absorber which has two class rebound valve is developed, thismodel has11tunable parameters. Step-by-step method is put forward to identify theunknown parameters in the model.
2. The influences on shock absorber characteristics caused by the valve parameters areanalysised. The full vehicle performance is tuned by change valve parameters.
3. The nonparametric shock absorber model is created using support vector machineregression.
引文
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