| 基于颗粒阻尼的矿用自卸车振动舒适性 |
| |
| 引用本文： | 肖望强,卢大军,宋黎明,杨哲,李泽光.基于颗粒阻尼的矿用自卸车振动舒适性[J].交通运输工程学报,2019,19(6):111-124. |
| |
| 作者姓名： | 肖望强 卢大军 宋黎明 杨哲 李泽光 |
| |
| 作者单位： | 1.厦门大学 航空航天学院, 福建 厦门 3610002.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 |
| |
| 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。
|
| 关 键 词： | 矿用自卸车 颗粒阻尼 离散元 减振 振动舒适性 |
| 收稿时间： | 2019-07-22 |
Vibration comfort of mining dump truck based on particle damping |
| |
| XIAO Wang-qiang,LU Da-jun,SONG Li-ming,YANG Zhe,LI Ze-guang.Vibration comfort of mining dump truck based on particle damping[J].Journal of Traffic and Transportation Engineering,2019,19(6):111-124. |
| |
| Authors: | XIAO Wang-qiang LU Da-jun SONG Li-ming YANG Zhe LI Ze-guang |
| |
| Affiliation: | 1.School of Aerospace Engineering, Xiamen University, Xiamen 361000, Fujian, China2.Inner Mongolia North Hauler Joint Stock Co., Ltd., Baotou 014030, Inner Mongolia, China |
| |
| 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. |
| |
| Keywords: | |
| 本文献已被 CNKI 等数据库收录！ |
| 点击此处可从《交通运输工程学报》浏览原始摘要信息 |
|
点击此处可从《交通运输工程学报》下载全文 |
|
