基于ANSYS模态应变能法驱动轮过渡阻尼减振结构参数优化

Parameter optimization of driving wheel transitional damping structure based on ANSYS modal strain energy method

为获得减振效果更加优异的驱动轮过渡阻尼减振结构设计参数,运用ANSYS参数化语言对两种驱动轮过渡阻尼减振结构进行建模。通过模态分析,计算前3阶模态驱动轮过渡阻尼减振结构的阻尼层耗能占总耗能的比率,并应用模态应变能法求取前3阶模态损耗因子,确定了该减振结构中阻尼层与过渡层相对最佳位置。在满足过渡层和阻尼层许用应力应变的条件下,建立了以结构前3阶多模态为优化目标,以基层、约束层、过渡层、阻尼层厚度,过渡层、阻尼层材料剪切模量和材料损耗因子为设计变量,利用了ANSYS 1阶优化对驱动轮过渡阻尼减振结构进行了优化设计。优化结果表明:优化后驱动轮过渡阻尼减振结构的基层、阻尼层厚度较优化前都略有增加,过渡层厚度则减少了0.00489 m,占驱动轮过渡阻尼减振结构优化前过渡层厚度的48.9%;优化后减振结构中的阻尼层与过渡层的弹性模量相差约2个数量级,且阻尼层与基层(约束层)的弹性模量相差约5个数量级;阻尼层材料损耗因子则需大于过渡层材料损耗因子。本文理论和方法可为驱动轮过渡阻尼减振结构应用在工程机械上提供一定的参考,同时对于ANSYS优化在各种车辆结构设计中的运用具有一定的借鉴价值。

In order to obtain the design parameters of the driving wheel transition damping structure with better vibration damping effect,this paper uses ANSYS parameterization language to model the two driving wheel transition damping structures.Through modal analysis,the ratio of the energy consumption of the damping layer to the total energy consumption of the first third-order modal driving wheel transitional damping structure is calculated.The modal strain energy method is used to obtain the first three order modal loss factors,and the relative optimal positions of the damping layer and the transition layer in the vibration damping structure are determined.Under the condition that the allowable stress and strain of the transition layer and the damping layer are satisfied,the optimization goal of the first three orders of the multi-mode structure is established.Taking the thickness of base layer,constraint layer,transition layer,damping layer,material shear modulus and material loss factor of transition layer and damping layer as design variables,ANSYS first-order optimization is used to optimize the design of the driving wheel’s transitional damping structure.The optimization results show that the thickness of the base layer and the damping layer of the driving wheel transition damping structure after optimization is slightly increased compared with that before optimization,and the thickness of the transition layer is reduced by 0.00489 m,which accounts for48.9%of the thickness of the transition layer before optimization.The elastic modulus of the damping layer and the transition layer in the optimized vibration reduction structure differ by about 2 orders of magnitude,and the elastic modulus of the damping layer and the base layer(constraint layer)differ by about 5 orders of magnitude.The material loss factor of the damping layer needs to be greater than the material loss factor of the transition layer.The theory and method in this paper can not only provide a certain reference for the application of driving wheel transition damping structure to construction machinery,but also have certain reference value for the application of ANSYS optimization in the design of various vehicle structures.