基于颗粒阻尼的矿用自卸车振动舒适性

肖望强; 卢大军; 宋黎明; 杨哲; 李泽光

doi:10.19818/j.cnki.1671-1637.2019.06.011

基于颗粒阻尼的矿用自卸车振动舒适性

doi: 10.19818/j.cnki.1671-1637.2019.06.011

1.
厦门大学航空航天学院, 福建厦门 361000
2.
内蒙古北方重型汽车股份有限公司, 内蒙古包头 014030

基金项目:

国家自然科学基金项目 51875490

厦门市科技计划项目 3202Z20173021

厦门市交通基础设施智能管养工程技术研究中心开放基金项目 TCIMI201813

中央高校基本科研业务费专项资金项目 20720180063

详细信息

作者简介:
肖望强(1981-), 男, 河北邢台人, 厦门大学副教授, 工学博士, 从事减振降噪研究

中图分类号: U463.83
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出版历程
- 收稿日期: 2019-07-22
- 刊出日期: 2019-12-25

Vibration comfort of mining dump truck based on particle damping

1.
School of Aerospace Engineering, Xiamen University, Xiamen 361000, Fujian, China
2.
Inner Mongolia North Hauler Joint Stock Co., Ltd., Baotou 014030, Inner Mongolia, China

More Information

Author Bio:
XIAO Wang-qiang(1981-), male, associate professor, PhD, wqxiao@xmu.edu.cn

Article Text (Baidu Translation)

摘要

摘要: 采用颗粒阻尼技术对驾驶室座椅进行减振, 提高其振动舒适性; 选择与驾驶室底板和座椅连接的基座作为颗粒阻尼器, 建立了基座阻尼器的离散元模型; 模拟整车在发动机最高转速下的振动环境, 针对不同阻尼器方案(颗粒材质、阻尼器分层数、颗粒粒径和颗粒填充率), 通过离散元仿真计算逐一进行耗能分析, 得到了最优方案; 对实物模型进行试验, 对比原结构与增加阻尼颗粒后基座的加速度均方根, 确认减振效果, 将试验与仿真计算结果进行趋势对比, 验证了离散元模型的可行性; 在实际样车试验中应用最优方案, 采集了座椅在发动机不同转速下的响应, 进行了数据分析; 针对最高转速的工况, 进行了人体振动暴露的舒适性分析。研究结果表明: 从频域图的单峰最大值来看, 减振前座椅最大加速度响应出现在425 Hz处的0.643 4 m·s^-2, 安装颗粒阻尼器后最大值为25 Hz处的0.087 5 m·s^-2; 从时域图来看, 当发动机转速分别为750、1 110、1 470、1 830、2 200 r·min^-1时, 安装颗粒阻尼器后座椅加速度均方根综合减幅分别达到24.2%、29.6%、34.7%、39.2%、46.0%, 发动机转速越高, 颗粒阻尼器的减振效果越好; 安装颗粒阻尼器后各频段舒适性界限时长均有大幅度增加, 频段为3.1和4.0 Hz时, 安装颗粒阻尼器后舒适性界限时长均提升了1.50倍, 为20 Hz时, 安装颗粒阻尼器后舒适性界限时长提升了1.57倍。
- 矿用自卸车 /
- 颗粒阻尼 /
- 离散元 /
- 减振 /
- 振动舒适性
Abstract: Particle damping technology was used to reduce the vibration of the cab seat and improve its vibration comfort. The plinth between the cab floor and the seat was selected as a particle damper, and the discrete element model of the plinth damper was established. By simulating the vibration environment of the complete truck at the highest engine rotate speed, for different damper schemes(particle material, damper layer number, particle size, and particle filling rate), the energy dissipation based on the discrete element model was analyzed, and the optimal solution was obtained. The physical model was tested, and the root mean square values of the plinth acceleration of the original structure and the structure installed particle damper were compared, and the vibration reduction effect was confirmed. The feasibility of the discrete element model was verified by comparing the simulation results with the test results. The optimal scheme was applied in the test of the sample truck, the responses of the seat under different engine rotate speeds were collected and analyzed. At the highest engine rotate speed, the comfort analysis of human body vibration exposure was performed. Research result shows that based on the peak value of the time domain chart, the maximum acceleration response of the seat occurs at 425 Hz, which is 0.643 4 m·s^-2 before vibration reduction. The maximum value is 0.087 5 m·s^-2 occurs at 25 Hz after particle damper was installed. Based on the time domain chart, when the engine rotate speed is 750, 1 110, 1 470, 1 830, and 2 200 r·min^-1, respectively, after particle damper was installed, the acceleration root mean square values reduce by 24.2%, 29.6%, 34.7%, 39.2%, and 46.0%, respectively. The higher the engine rotate speed, the better the vibration reduction effect of particle damper. After installing the particle damper, the comfort durations at each frequency significantly increase. At 3.1 and 4.0 Hz, the comfort limit durations increase by 1.50 times after the particle damper was used. At 20 Hz, the comfort limit duration increases by 1.57 times after the particle damper was used.
- mining dump truck /
- particle damping /
- discrete element /
- vibration reduction /
- vibration comfort

HTML全文

图 1 整车振动传递路径

Figure 1. Vibration transmission path of complete truck

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图 2 测点1~5的位置

Figure 2. Positions of measuring points 1-5

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图 3 测点5处纵向时域与频域信号

Figure 3. Time domain and frequency domain signals in longitudinal direction at measuring point 5

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图 4 测点5处横向时域与频域信号

Figure 4. Time domain and frequency domain signals in lateral direction at measuring point 5

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图 5 测点5处垂向时域与频域信号

Figure 5. Time domain and frequency domain signals in vertical direction at measuring point 5

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图 6 颗粒接触模型

Figure 6. Particle contact model

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图 7 座椅基座模型

Figure 7. Seat plinth model

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图 8 基座离散元模型

Figure 8. Discrete element model of plinth

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图 9 耗能计算流程

Figure 9. Calculation flow of energy dissipation

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图 10 不同阻尼颗粒的耗能

Figure 10. Energy dissipations of different damping particles

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图 11 3种不锈钢颗粒的耗能

Figure 11. Energy dissipations of three different stainless steel particles

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图 12 阻尼器不同分层数方案

Figure 12. Schemes of dampers with different layer numbers

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图 13 阻尼器不同分层数方案的耗能

Figure 13. Energy dissipations of damper schemes with different layer numbers

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图 14 不同阻尼器直径与颗粒粒径比值方案

Figure 14. Different ratio schemes of damper diameter to particle size

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图 15 不同阻尼器直径与颗粒粒径比值方案力链结构

Figure 15. Force chain structures with different ratio schemes of damper diameter to particle size

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图 16 不同阻尼器直径与颗粒粒径比值方案B值的趋势

Figure 16. Trend of B values for different ratio schemes of damper diameter to particle size

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图 17 不同颗粒粒径的耗能

Figure 17. Energy dissipations of different particle sizes

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图 18 不同颗粒填充率的耗能

Figure 18. Energy dissipations of different particle filling rates

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图 19 试验装置与测试原理

Figure 19. Experimental installation and test theory

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图 20 模型振动试验

Figure 20. Model vibration experiment

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图 21 仿真计算与模型试验结果对比

Figure 21. Comparison between simulation calculation and model experiment results

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图 22 试验样车

Figure 22. Sample truck in experiment

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图 23 座椅测点位置

Figure 23. Measuring point of seat

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图 24 驾驶室内试验现场

Figure 24. Experimental site in cab

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图 25 样车怠速至最高转速的时域信号与最高转速下的频谱

Figure 25. Time domain signals of sample truck from idle speed to maximum speed and frequency spectrum of highest speed

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图 26 垂直方向座椅舒适性界限时长对比

Figure 26. Comparison of comfort durations of seat in vertical direction

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表 1 各测点位置加速度均方根

Table 1. Acceleration root mean squares of each measuring point positions

测点	位置	加速度均方根/(m·s^-2)
测点	位置	纵向	横向	垂向
1	发动机下方	42.6	147.2	232.4
2	发动机支撑架前方	38.5	66.5	29.3
3	车架后支梁	11.2	12.9	11.3
4	车架后方驾驶室旁	10.3	11.6	9.0
5	驾驶室底板	4.2	4.5	2.3

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表 2 颗粒材质属性

Table 2. Particle material properties

颗粒材质	密度/(g·mm^-3)	弹性模量/GPa	泊松比	恢复系数
不锈钢1	7.78	200	0.28	0.65
不锈钢2	7.80	206	0.30	0.74
不锈钢3	7.80	228	0.30	0.79

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表 3 不同阻尼器直径与颗粒粒径比值方案的B值

Table 3. B values of different ratio schemes of damper diameter to particle size

A	颗粒平均接触力/N	颗粒接触数	B/N
6.0	0.770 3	30	23.109 0
8.0	0.233 6	61	14.249 6
9.0	0.142 8	52	7.425 6
10.0	0.116 6	91	10.610 6
10.5	0.102 7	162	16.637 4
11.0	0.174 1	236	41.087 6
11.5	0.088 0	254	22.352 0
12.0	0.084 8	286	24.252 8
14.0	0.047 8	384	18.355 2
15.0	0.026 5	541	14.336 5

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表 4 颗粒不同材质下基座模型加速度均方根

Table 4. Acceleration root mean squares of plinth model with different particle materials

方案	各方向加速度均方根/(m·s^-2)
方案	纵向	横向	垂向
无阻尼颗粒	7.889	2.386	5.911
不锈钢1颗粒	5.148	1.794	5.047
不锈钢2颗粒	4.726	1.447	4.635
不锈钢3颗粒	4.427	1.324	4.257

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表 5 阻尼器不同分层方案基座模型加速度均方根

Table 5. Acceleration root mean squares of plinth model with different damper layer number schemes

方案	各方向加速度均方根/(m·s^-2)
方案	纵向	横向	垂向
无阻尼颗粒	7.889	2.386	5.911
阻尼器不分层	5.148	1.794	5.047
阻尼器分2层	4.548	1.584	4.574
阻尼器分3层	4.046	1.476	3.957
阻尼器分4层	4.125	1.504	4.087
阻尼器分5层	5.274	1.814	5.157

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表 6 安装颗粒阻尼器前后座椅加速度均方根对比

Table 6. Comparison of acceleration root mean squares of seat before and after installing particle damper

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表 7 垂直方向各频段舒适性界限时长

Table 7. Comfort durations at each frequency in vertical direction

方案	3.15 Hz		4.00 Hz		20.00 Hz
方案	加速度有效值/(m·s^-2)	舒适性界限时长/h	加速度有效值/(m·s^-2)	舒适性界限时长/h	加速度有效值/(m·s^-2)	舒适性界限时长/h
未安装颗粒阻尼器	0.28	2	0.24	2	0.26	7
安装颗粒阻尼器	0.18	5	0.15	5	0.14	18

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