基于NSGA-II的纯电动汽车悬置系统隔振率优化

doi:10.19562/j.chinasae.qcgc.2024.11.015

Abstract

Abstract:

The vibration characteristics of pure electric vehicles differ significantly from traditional internal combustion engine vehicles. In this paper， a research method suitable for optimizing the vibration isolation rate of mounting systems is proposed to address the insufficient vibration isolation rate of pure electric vehicle suspension. The vibration isolation rate in all directions of the engine mounting system and main factors affecting the vibration isolation rate of the engine suspension are analyzed. The vibration isolation rate of the rear suspension is defined as the optimization object， and the method of optimizing the jog stiffness of the passive side bracket installation of the suspension is proposed to improve the vibration isolation rate. Taking the optimal isolation rate and minimum mass ratio change as the optimization objectives， and using the NSGA-II multi-objective optimization algorithm， the target value of the jog stiffness of the passive side bracket installation is optimized， and the passive side bracket structure is adjusted according to the optimization results. The test results show that the optimized rear suspension Y-direction vibration isolation rate increase from 5.61 to 18.13 dB， and the driver's right side-ear noise decreases by 9.76 and 5.03 dB（A） in the 24th and 48th orders， indicating a significant improvement in driving comfort.

Key words: pure electric vehicle, powertrain mounting system, vibration isolation rate, multi-objective optimization

Yunfei Zha,Liyuan Zheng,Yinyuan Qiu,Yue Chen. Optimization of Vibration Isolation Rate of Pure Electric Vehicle Mounting System Based on NSGA-II[J].Automotive Engineering, 2024, 46(11): 2091-2099.

Figures/Tables 18

References 29

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参数		数值
质量/kg		87
质心坐标/mm		2 877.18，-2.426，37.963
软垫弹性中心坐标/mm	左	2 728.68，-330，63.857
	右	2 728.68，330，63.857
	后	3 171，-30.926，-95
极/槽数		4极/48槽
转动惯量/（kg·m²）		I_xx	I_yy	I_zz	I_xy	I_yz	I_zx
转动惯量/（kg·m²）		2.04	1.32	2.41	0.2	-0.3	-0.05

项目	X	Y	Z	R_xx	R_yy	R_zz
刚体模态/Hz	15.00	11.44	28.25	55.84	49.03	32.23
X	99.73	0.02	0.02	0.00	0.00	0.23
Y	0.02	99.84	0.00	0.01	0.00	0.12
Z	0.00	0.00	93.69	0.91	2.79	2.60
R_xx	0.00	0.01	1.61	95.92	2.45	0.00
R_yy	0.03	0.00	3.07	3.23	90.98	2.69
R_zz	0.22	0.12	1.61	-0.07	3.77	94.36

序号	隔振率差值/dB	质量比差值	被动侧动刚度/（N·mm^-1）	隔振率/dB
1	0.01	0.46	12 192	18.99
2	0.03	0.39	12 027	18.87
3	0.03	0.41	12 166	18.97
4	0.41	0.32	11 515	18.49
5	2.25	0.15	9 418.75	16.75

项目	X	Y	Z	R_xx	R_yy	R_zz
刚体模态/Hz	15.94	14.77	28.01	57.68	50.11	33.04
X	99.21	0.00	0.65	0.02	0.06	0.07
Y	0.00	99.90	0.00	0.03	0.00	0.13
Z	0.68	0.00	98.44	0.59	0.29	0.00
R_xx	0.00	0.03	0.35	93.75	5.82	0.05
R_yy	0.04	0.00	0.57	5.55	93.84	0.00
R_zz	0.07	0.08	0.00	0.06	-0.01	99.81

方向	优化前加速度		优化后加速度
方向	主动侧	被动侧	主动侧	被动侧
X	2.12	0.29	2.12	0.29
Y	2.50	1.34	2.50	0.31
Z	2.00	0.16	2.00	0.16

Optimization of Vibration Isolation Rate of Pure Electric Vehicle Mounting System Based on NSGA-II

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Figures/Tables 18

References 29

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软垫坐标	U_i			V_i			W_i
整车坐标	X	Y	Z	X	Y	Z	X	Y	Z
左悬置	0	90	90	90	0	90	90	90	0
右悬置	0	90	90	90	0	90	90	90	0
后悬置	0	90	90	90	0	90	90	90	0

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方向	优化前隔振率	优化后隔振率
X	17.28	17.28
Y	5.41	18.13
Z	21.92	21.92