汽車DMF雙質(zhì)量飛輪設(shè)計(jì)【含13張CAD圖紙+文檔】

資源目錄里展示的全都有預(yù)覽可以查看的噢，，下載就有,,請(qǐng)放心下載，原稿可自行編輯修改=【QQ：11970985 可咨詢交流】====================喜歡就充值下載吧。。。資源目錄里展示的全都有，，下載后全都有,,請(qǐng)放心下載，原稿可自行編輯修改=【QQ：197216396 可咨詢交流】==================== 本科畢業(yè)設(shè)計(jì) 摘 要 汽車整車動(dòng)力傳動(dòng)系統(tǒng)具有多個(gè)自由度，且質(zhì)量、剛度和阻尼的分布并不均勻，在運(yùn)行過(guò)程中會(huì)受到多種激勵(lì)的作用而產(chǎn)生的扭轉(zhuǎn)振動(dòng)，從而產(chǎn)生振動(dòng)和噪聲，降低了結(jié)構(gòu)強(qiáng)度，影響行車安全和乘坐舒適性，所以對(duì)動(dòng)力傳動(dòng)系扭振的衰減和抑制就顯得尤為重要。雙質(zhì)量飛輪（DMF）作為新型的扭轉(zhuǎn)減振器，可較好地衰減動(dòng)力傳動(dòng)系的扭振，本次通過(guò)對(duì)雙質(zhì)量飛輪的設(shè)計(jì)分析，以掌握設(shè)計(jì)方法，為實(shí)際生產(chǎn)生活提供建議和依據(jù)。 首先，建立了不同工況下某乘用車整車動(dòng)力傳動(dòng)系的多自由度扭振當(dāng)量化模型，利用MATLAB求解扭振模型的固有頻率和振型，對(duì)比分析了DMF和離合器從動(dòng)盤式扭轉(zhuǎn)減振器（CTD）在固有特性上的差異。結(jié)果顯示，相較于CTD，DMF動(dòng)力傳動(dòng)系的低階模態(tài)頻率普遍較小，表明DMF可以更好地降低動(dòng)力傳動(dòng)系的低階模態(tài)頻率，有利于減少共振的發(fā)生。 然后，利用ADAMS建立了整車動(dòng)力傳動(dòng)系的動(dòng)力學(xué)模型，并針對(duì)怠速和行駛工況進(jìn)行動(dòng)力學(xué)仿真分析。仿真結(jié)果表明，DMF具有較好的減振效果；同時(shí)，分別在怠速、勻速行駛、加速行駛和制動(dòng)等四種工況下，對(duì)裝備有CTD和DMF的動(dòng)力傳動(dòng)系的減振性能進(jìn)行對(duì)比分析，仿真結(jié)果均表明，DMF具有更好的減振性能。 之后，利用ADAMS中的DOE模塊，對(duì)DMF的轉(zhuǎn)動(dòng)慣量、扭轉(zhuǎn)剛度和阻尼系數(shù)等3個(gè)變量進(jìn)行試驗(yàn)設(shè)計(jì)以進(jìn)行全因素虛擬仿真實(shí)驗(yàn)，得到了不同工況下優(yōu)化參數(shù)的取值；并對(duì)優(yōu)化結(jié)果進(jìn)行了仿真驗(yàn)證，證明優(yōu)化后的DMF具有更好的減振效果。 最后，結(jié)合優(yōu)化后的參數(shù)，并基于CATIA軟件進(jìn)行DMF的三維結(jié)構(gòu)設(shè)計(jì)，為雙質(zhì)量飛輪的實(shí)際生產(chǎn)制造提供了有力指導(dǎo)。 關(guān)鍵詞： 雙質(zhì)量飛輪； 動(dòng)力傳動(dòng)系； 扭轉(zhuǎn)振動(dòng)； 共振； 動(dòng)力學(xué)仿真； DOE優(yōu)化 Abstract Automotive vehicle powertrain system has lots of freedom, the distribution of quality and stiffness is uneven, there will be a variety of incentives generated by the torsional vibration in the course of the operation, resulting in vibration and noise, reducing the structural strength, affecting the driving safety and ride comfort, so the powertrain torsional vibration attenuation and suppression is particularly important. As a new type of torsional damper, Dual mass flywheel (DMF)can attenuate the torsional vibration of the powertrain better. Through the design and analysis of the dual mass flywheel, to master the design methods, which can be used to provide suggestions for the actual production and life. Firstly, a multi-degree-of-freedom torsional vibration equivalent model of a passenger vehicle powertrain is established under different working conditions. The natural frequencies and modes of the torsional vibration model are solved by MATLAB software. The differences in the inherent characteristics of DMF and clutch driven torsional damper (CTD) are compared and analyzed. The results show that the low-order modal frequency of DMF powertrain is generally small than the CTD, which shows that DMF can reduce the low-order modal frequency of the powertrain better, which is beneficial to reduce the occurrence of resonance. Then, the dynamic model of the vehicle powertrain is established by using ADAMS, and the dynamic simulation analysis is carried out for idling and driving conditions. The simulation results show that DMF has better damping effect. At the same time, the damping performance of the powertrain systems equipped with CTD and DMF is compared under the four conditions, such as idle speed, constant speed driving, accelerating driving and braking, The simulation results show that DMF has better damping performance. After, using the DOE module in ADAMS, three variables of DMF， such as rotational inertia, torsional stiffness and damping coefficient were designed to carry out all-factor virtual simulation experiment. The optimal parameters were obtained under different working conditions. The results show that the optimized DMF has better damping effect. Finally, combined with the optimized parameters, and based on CATIA software for the three-dimensional structure of DMF design, which provides a strong guide to the actual production of dual mass flywheels. Key words： Dual mass flywheel; Vehicle powertrain; Torsional vibration; Resonance; Dynamic simulation; DOE optimization  目 錄 1 緒論 1 1.1 選題的目的和意義 1 1.2 國(guó)內(nèi)外研究現(xiàn)狀與發(fā)展趨勢(shì)概述 1 1.2.1 國(guó)外研究現(xiàn)狀概述 1 1.2.2 國(guó)內(nèi)研究現(xiàn)狀概述 2 1.2.3 雙質(zhì)量飛輪發(fā)展趨勢(shì)概述 3 1.3 主要研究?jī)?nèi)容 4 2 雙質(zhì)量飛輪關(guān)鍵參數(shù)的初步設(shè)計(jì)與選擇 5 2.1 轉(zhuǎn)動(dòng)慣量參數(shù)設(shè)計(jì) 5 2.2 扭轉(zhuǎn)剛度參數(shù)設(shè)計(jì) 5 2.3 阻尼參數(shù)設(shè)計(jì) 6 3 整車動(dòng)力傳動(dòng)系扭振模型的建立與分析 7 3.1 整車動(dòng)力傳動(dòng)系扭振模型的建立 7 3.1.1 行駛工況下的扭振模型 7 3.1.2 怠速工況下的扭振模型 8 3.2 整車動(dòng)力傳動(dòng)系固有特性分析 9 3.2.1 整車動(dòng)力傳動(dòng)系動(dòng)力學(xué)方程 9 3.2.2 整車動(dòng)力傳動(dòng)系固有特性分析 11 3.3 整車動(dòng)力傳動(dòng)系共振工況分析 19 3.3.1 整車動(dòng)力傳動(dòng)系激勵(lì)扭矩 19 3.3.2 整車動(dòng)力傳動(dòng)系共振工況分析 20 4 基于ADAMS的雙質(zhì)量飛輪動(dòng)力學(xué)仿真分析 21 4.1 基于ADAMS的整車動(dòng)力傳動(dòng)系建模 21 4.2 整車動(dòng)力傳動(dòng)系自由振動(dòng)仿真分析 22 4.3 整車動(dòng)力傳動(dòng)系受迫振動(dòng)仿真分析 24 4.3.1 DMF整車動(dòng)力傳動(dòng)系仿真分析 24 4.3.2 CTD與DMF整車動(dòng)力傳動(dòng)系受迫振動(dòng)對(duì)比 27 5 雙質(zhì)量飛輪參數(shù)優(yōu)化 32 5.1 行駛工況下的參數(shù)優(yōu)化 32 5.1.1 優(yōu)化分析關(guān)鍵因素 32 5.1.2 DOE優(yōu)化分析 33 5.1.3 試驗(yàn)結(jié)果分析 35 5.2 怠速工況下的參數(shù)優(yōu)化 37 5.2.1 優(yōu)化分析關(guān)鍵因素 37 5.2.2 DOE優(yōu)化分析 38 5.2.3 試驗(yàn)結(jié)果分析 39 5.3 優(yōu)化前后的結(jié)果對(duì)比 40 5.4 優(yōu)化后的DMF參數(shù) 44 6 雙質(zhì)量飛輪結(jié)構(gòu)設(shè)計(jì) 45 6.1 雙質(zhì)量飛輪總體設(shè)計(jì)方案 45 6.2 長(zhǎng)弧形彈簧設(shè)計(jì) 46 6.2.1 彈簧各參數(shù)設(shè)計(jì)計(jì)算 47 6.2.2 彈簧強(qiáng)度檢驗(yàn) 50 6.3 初級(jí)飛輪與次級(jí)飛輪的結(jié)構(gòu)設(shè)計(jì) 51 6.3.1 初級(jí)飛輪的結(jié)構(gòu)設(shè)計(jì) 51 6.3.2 次級(jí)飛輪結(jié)構(gòu)設(shè)計(jì) 53 6.4 關(guān)鍵結(jié)構(gòu)的強(qiáng)度校核 54 6.4.1 傳力板的強(qiáng)度校核 54 6.4.2 鉚釘?shù)膹?qiáng)度校核 56 結(jié)束語(yǔ) 57 參考文獻(xiàn) 58 附錄A DMF二維圖紙 61 5