Abstract On the basis of previous research, this paper takes a more comprehensive study on the vibration of a vehicle with automatic transmission when engine start-stop and automatic start-stop. A 13 degrees of freedom (DOFs) vehicle dynamic model is established, and the dynamic response evaluation method is put forward. Three methods to reduce the vibration of powertrain and vehicle are analyzed, and the results show that increasing the damping of the mounting system can effectively reduce the vibration in these three methods. A novel semi-active hydraulic damping strut (HDS) as the fourth mount is designed and developed, the installation position and its outer channel size are optimized and calculated respectively based on its damping force calculation method and the design method of the powertrain mounting system (PMS). The calculation results of evaluation indexes with engine start-stop are analyzed in-depth. The optimized parameters of the semi-active HDS are taken into the 13 DOFs dynamic model to analyze the dynamic response of the engine automatic start-stop process, and the values of the evaluation indexes are decreased. To validate the effectiveness of the design method of the semi-active HDS, the experiment of the vehicle with and without the semi-active HDS are carried out, and the test results show that the seat rail acceleration are reduced with semi-active HDS introduced. The active side acceleration of the torque strut calculated by the 13 DOFs model is consistent well with the measured value with and without the semi-active HDS, which proves that the model is reasonable.

中文翻译：

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具有发动机启停和自动启停功能的车辆振动抑制方法研究

摘要 本文在前人研究的基础上，对自动变速器汽车发动机启停和自动启停时的振动进行了较为全面的研究。建立了13自由度（DOFs）车辆动力学模型，提出了动态响应评价方法。分析了三种降低动力总成和整车振动的方法，结果表明，在这三种方法中，增加悬置系统的阻尼可以有效地降低振动。设计开发了一种新型半主动液压减振支柱（HDS）作为第四支座，根据其阻尼力计算方法和动力总成悬置系统设计方法分别对安装位置和外通道尺寸进行了优化计算（经前综合症）。深入分析了发动机启停评价指标的计算结果。将优化后的半主动HDS参数纳入13自由度动力学模型，分析发动机自动启停过程的动态响应，降低评价指标值。为验证半主动HDS设计方法的有效性，分别进行了带半主动HDS和不带半主动HDS车辆的试验，试验结果表明，引入半主动HDS后座椅导轨加速度降低. 13自由度模型计算得到的扭矩支柱主动侧加速度与加、不加半主动HDS时的实测值吻合良好，证明该模型是合理的。将优化后的半主动HDS参数纳入13自由度动力学模型，分析发动机自动启停过程的动态响应，降低评价指标值。为验证半主动HDS设计方法的有效性，分别进行了带半主动HDS和不带半主动HDS车辆的试验，试验结果表明，引入半主动HDS后座椅导轨加速度降低. 13自由度模型计算得到的扭矩支柱主动侧加速度与加、不加半主动HDS时的实测值吻合良好，证明该模型是合理的。将优化后的半主动HDS参数纳入13自由度动力学模型，分析发动机自动启停过程的动态响应，降低评价指标值。为验证半主动HDS设计方法的有效性，分别进行了带半主动HDS和不带半主动HDS车辆的试验，试验结果表明，引入半主动HDS后座椅导轨加速度降低. 13自由度模型计算得到的扭矩支柱主动侧加速度与加、不加半主动HDS时的实测值吻合良好，证明该模型是合理的。且评价指标的值有所下降。为验证半主动HDS设计方法的有效性，分别进行了带半主动HDS和不带半主动HDS车辆的试验，试验结果表明，引入半主动HDS后座椅导轨加速度降低. 13自由度模型计算得到的扭矩支柱主动侧加速度与加、不加半主动HDS时的实测值吻合良好，证明该模型是合理的。且评价指标的值有所下降。为验证半主动HDS设计方法的有效性，分别进行了带半主动HDS和不带半主动HDS车辆的试验，试验结果表明，引入半主动HDS后座椅导轨加速度降低. 13自由度模型计算得到的扭矩支柱主动侧加速度与加、不加半主动HDS时的实测值吻合良好，证明该模型是合理的。