基于振动舒适性的山地自行车后悬架系统优化设计
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摘要
本文围绕实现山地自行车后悬架系统优化设计的三个要素,建立了人-车系统模型,制定了反映后悬架性能的评价指标,探讨了实现山地车后悬架优化设计的有效方法。本文主要进行了下述研究工作:
(1)较为全面地分析了山地自行车后悬架主要类型,将其归纳为单铰摇臂结构、摇臂驱动式四杆机构和连杆驱动式四杆机构三类,并以后悬架的力比曲线为核心,研究和比较了不同后悬架的特性,得出连杆驱动式后悬架具有较小刚度的结论。通过分析找出了影响后悬架系统性能的设计参数,并以这些参数为设计变量,以实际结构空间限制为约束条件,以设定的力比曲线为优化目标,通过典型实例优化了后悬架系统设计参数。
(2)借鉴国际标准ISO2631-1中人体承受全身振动时舒适性评价方法,建立了山地车骑行者受振模型,并给出了振动舒适性评价指标。基于该评价指标,进行了山地车车架系统振动实验,并分析了不同减振器在不同频率激励条件下的振动特性,得出了在一定频率范围内弹簧减振器具有与液压和气压减振器相同的效果。
(3)以山地车车架系统模型为基础,建立了将骑行者视为五刚体、考虑四杆机构后悬架的人-山地车系统多刚体动力学模型,并在ADAMS软件中实现了仿真建模。通过仿真实验获得数据样本,采用回归分析和神经网络方法分别建立了后悬架设计变量与优化目标之间关系的数学模型。应用该数学模型预测振动舒适性与采用多刚体动力学模型计算结果基本吻合,验证了该模型的正确性。在此基础上,以振动舒适性为优化目标,以减振器刚度和机构杆长为设计变量,以实际结构空间限制为约束条件,采用遗传算法优化了典型样车后悬架系统的设计参数。优化结果表明:在一定条件下,采用人-车系统多刚体动力学模型优化的参数优于基于力比曲线优化的结果。
(4)分析所建回归方程表明:在其它参数不变的条件下,随着减振器刚度和连架杆长度的增加,振动舒适性变差,而随着连杆长度的增加振动舒适性得到改善;当减振器刚度不变时,连架杆越长,连杆越短,振动舒适性越好;当连架杆长度一定时,连杆越短,振动舒适性越好,减振器刚度对振动舒适性的影响不大;当连杆长度一定时,连架杆越短,振动舒适性越好,而减振器刚度对振动舒适性几乎没有影响。
Taking three factors in designing rear suspension system of mountain bike as analysis objects, this paper builds a rider-bicycle multi-rigid-body dynamic model which views the rider as a five-rigid-body and takes the four-bar rear suspension into consideration. An efficient method to realize the rear suspension system optimization is developed to improve the vibration comfort. The main research achievements are shown as follow:
1. Almost kinds of rear suspension system of mountain bike are analyzed and classified into three categories: one-hinge rocker-arm configuration, rocker-arm drove four-bar mechanism and connecting rod drove four-bar mechanism. The characteristics of the above rear suspension are studied and compared each other, based on the force ratio curve of the rear suspension, and the conclusion is drawn that: connecting rod drove four-bar mechanism has weaker rigidity, moreover the design parameters influencing the performance of the rear suspension system are pointed out to be: the length of the side link, the length of the connecting rod and the pivot position of the absorber and the frame. In addition, the parameters of rear suspension system are optimized, with the force ratio curve of the system as the cost function, the rod length and absorber position as design variables, the space of the practical configuration as limitation. Finally, the relatively better design parameters are acquired.
2. The vibration performance is evaluated referring to the ISO2631-1 Mechanical Vibration and Shock-Evaluation of Human Exposure to Whole-body Vibration. According to this evaluation, the vibration experiment is performed, using the various absorbers vibration properties excited by different frequencies are analyzed, and the conclusion is drawn that: the same effect are got as the different absorber in some range of frequency.
3. A multi-rigid-body dynamic model of mountain bike frame is set up, and its correctness is verified by the simulation. Then, the model of full bike is developed using the fore introduced bike frame, and a multi-rigid-body dynamic model of rider-bicycle is finished. A mathematical model, which concludes the relationship between the design variables of the rear suspension and targets of vibration comfort, is established with the help of stepwise regression analysis and BP neural network. It turns out to be that the vibration comfort result predicted based on mathematical model coincides with that simulated by multi-rigid-body dynamic model.
4. By the calculation and analysis of regression equation, some revealed that: the vibration comfort gets worse with the increment of absorber stiffness and the length of side link, under the condition of the other parameters remained constant, but it will be better along with the length of connecting rod; when the absorber stiffness is constant, the longer side link connecting rod length and the shorter connecting rod length, the better vibration comfort; when the side link is constant, the shorter connecting rod length, the better vibration comfort, but the absorber stiffness is not sensitive to the vibration comfort; when the connecting rod is constant, the shorter side link length, the better vibration comfort, but the absorber stiffness is almost no influence on the vibration comfort.
(1)较为全面地分析了山地自行车后悬架主要类型,将其归纳为单铰摇臂结构、摇臂驱动式四杆机构和连杆驱动式四杆机构三类,并以后悬架的力比曲线为核心,研究和比较了不同后悬架的特性,得出连杆驱动式后悬架具有较小刚度的结论。通过分析找出了影响后悬架系统性能的设计参数,并以这些参数为设计变量,以实际结构空间限制为约束条件,以设定的力比曲线为优化目标,通过典型实例优化了后悬架系统设计参数。
(2)借鉴国际标准ISO2631-1中人体承受全身振动时舒适性评价方法,建立了山地车骑行者受振模型,并给出了振动舒适性评价指标。基于该评价指标,进行了山地车车架系统振动实验,并分析了不同减振器在不同频率激励条件下的振动特性,得出了在一定频率范围内弹簧减振器具有与液压和气压减振器相同的效果。
(3)以山地车车架系统模型为基础,建立了将骑行者视为五刚体、考虑四杆机构后悬架的人-山地车系统多刚体动力学模型,并在ADAMS软件中实现了仿真建模。通过仿真实验获得数据样本,采用回归分析和神经网络方法分别建立了后悬架设计变量与优化目标之间关系的数学模型。应用该数学模型预测振动舒适性与采用多刚体动力学模型计算结果基本吻合,验证了该模型的正确性。在此基础上,以振动舒适性为优化目标,以减振器刚度和机构杆长为设计变量,以实际结构空间限制为约束条件,采用遗传算法优化了典型样车后悬架系统的设计参数。优化结果表明:在一定条件下,采用人-车系统多刚体动力学模型优化的参数优于基于力比曲线优化的结果。
(4)分析所建回归方程表明:在其它参数不变的条件下,随着减振器刚度和连架杆长度的增加,振动舒适性变差,而随着连杆长度的增加振动舒适性得到改善;当减振器刚度不变时,连架杆越长,连杆越短,振动舒适性越好;当连架杆长度一定时,连杆越短,振动舒适性越好,减振器刚度对振动舒适性的影响不大;当连杆长度一定时,连架杆越短,振动舒适性越好,而减振器刚度对振动舒适性几乎没有影响。
Taking three factors in designing rear suspension system of mountain bike as analysis objects, this paper builds a rider-bicycle multi-rigid-body dynamic model which views the rider as a five-rigid-body and takes the four-bar rear suspension into consideration. An efficient method to realize the rear suspension system optimization is developed to improve the vibration comfort. The main research achievements are shown as follow:
1. Almost kinds of rear suspension system of mountain bike are analyzed and classified into three categories: one-hinge rocker-arm configuration, rocker-arm drove four-bar mechanism and connecting rod drove four-bar mechanism. The characteristics of the above rear suspension are studied and compared each other, based on the force ratio curve of the rear suspension, and the conclusion is drawn that: connecting rod drove four-bar mechanism has weaker rigidity, moreover the design parameters influencing the performance of the rear suspension system are pointed out to be: the length of the side link, the length of the connecting rod and the pivot position of the absorber and the frame. In addition, the parameters of rear suspension system are optimized, with the force ratio curve of the system as the cost function, the rod length and absorber position as design variables, the space of the practical configuration as limitation. Finally, the relatively better design parameters are acquired.
2. The vibration performance is evaluated referring to the ISO2631-1 Mechanical Vibration and Shock-Evaluation of Human Exposure to Whole-body Vibration. According to this evaluation, the vibration experiment is performed, using the various absorbers vibration properties excited by different frequencies are analyzed, and the conclusion is drawn that: the same effect are got as the different absorber in some range of frequency.
3. A multi-rigid-body dynamic model of mountain bike frame is set up, and its correctness is verified by the simulation. Then, the model of full bike is developed using the fore introduced bike frame, and a multi-rigid-body dynamic model of rider-bicycle is finished. A mathematical model, which concludes the relationship between the design variables of the rear suspension and targets of vibration comfort, is established with the help of stepwise regression analysis and BP neural network. It turns out to be that the vibration comfort result predicted based on mathematical model coincides with that simulated by multi-rigid-body dynamic model.
4. By the calculation and analysis of regression equation, some revealed that: the vibration comfort gets worse with the increment of absorber stiffness and the length of side link, under the condition of the other parameters remained constant, but it will be better along with the length of connecting rod; when the absorber stiffness is constant, the longer side link connecting rod length and the shorter connecting rod length, the better vibration comfort; when the side link is constant, the shorter connecting rod length, the better vibration comfort, but the absorber stiffness is not sensitive to the vibration comfort; when the connecting rod is constant, the shorter side link length, the better vibration comfort, but the absorber stiffness is almost no influence on the vibration comfort.
引文
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