Analysis and characterization of the friction of vehicle body vibration dampers

Fridtjof Körner, Ralph Mayer
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引用次数: 5

Abstract

The friction at the contact surfaces of a vehicle body vibration damper, which are moved relatively to each other, influences its transmission behavior at the start of movement (breakaway force) as well as with excitation signals of higher velocity and thus has an impact on the comfort properties of the damper. According to Vibracoustic (Die wichtigsten Kriterien für deutsche Autofahrer beim Autokauf, Springer Fachmedien Wiesbaden GmbH, Wiesbaden, 2019), for most German drivers (63%) comfort (in addition to brand and appearance) before driving dynamics (53%) and environmental compatibility (48%) is the most important criteria when evaluating a new car, which explains the importance of this vehicle characteristics. Furthermore, the friction is present with any relative movement of the damper and is, therefore, relevant for the design of the damper and the associated vertical dynamics. The friction is generally determined in the fully assembled state of the damper, including oil filling and gas pressure at a very low movement velocity to eliminate the influence of the damping force. This measurement method allows no or only inadequate statements about the friction behavior at, e.g. more dynamic excitation scenarios. As a result, the aim should be to characterize the friction properties without the influence of hydraulic damping at the start of movement or reversal of movement, as well as at higher movement velocities. Another goal is to evaluate the influence of the internal pressure of the damper on its friction behavior. The test damper used here is a commercially available monotube damper that has been modified in accordance with the requirements for these tests. The results shown below can be used as starting variables for further investigations for the targeted optimization of the friction properties and thus for the improvement of driving comfort. The reduction in damper friction promises an increase in comfort due to the improved decoupling of the vehicle body from the road excitation. Furthermore, the data obtained enable the level of detail of simulation models to be increased and serve as a basis for comparing different friction pairings and contact surfaces in the damper. For the substitution of coatings (chrome-free piston rods → environmental protection) or tube materials (aluminum matrix composites → lightweight construction) as well as for changes in the surface structure and roughness, the results enable an evaluation of the friction properties compared to conventional dampers and the adjustment of the friction pairings in the sense of the best possible functionality.

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车身减振器摩擦特性的分析与表征
车身减振器的接触表面处的摩擦力相互相对移动,影响其在运动开始时的传递行为(分离力)以及更高速度的激励信号,从而对减振器的舒适性产生影响。根据Vibra声学(Die wichtigsten Kriterin für deutsche Autofahrer beim Autokauf,Springer Fachmedien Wiesbaden GmbH,Wiesbaen,2019),对于大多数德国驾驶员(63%)来说,在驾驶动力学(53%)和环境兼容性(48%)是评估新车时最重要的标准之前,这解释了这种车辆特性的重要性。此外,摩擦力存在于阻尼器的任何相对运动中,因此与阻尼器的设计和相关的垂直动力学相关。摩擦力通常是在阻尼器完全组装的状态下确定的,包括在非常低的运动速度下的充油和气压,以消除阻尼力的影响。这种测量方法不允许或只允许对例如更动态的激励场景下的摩擦行为进行不充分的陈述。因此,目的应该是在运动开始或运动逆转时以及在更高的运动速度下,在不受液压阻尼影响的情况下表征摩擦特性。另一个目标是评估阻尼器的内部压力对其摩擦行为的影响。此处使用的试验阻尼器是一种市售单管阻尼器,已根据这些试验的要求进行了修改。以下结果可作为进一步研究的起始变量,以有针对性地优化摩擦性能,从而提高驾驶舒适性。由于车身与道路激励的解耦性得到改善,减振器摩擦的减少有望提高舒适性。此外,所获得的数据能够提高模拟模型的详细程度,并作为比较阻尼器中不同摩擦配对和接触表面的基础。用于替代涂层(无铬活塞杆 → 环保)或管材(铝基复合材料 → 轻质结构)以及表面结构和粗糙度的变化,这些结果使得能够评估与传统阻尼器相比的摩擦特性,并在最佳功能的意义上调整摩擦配对。
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