发动机悬置设计4

０．隔振橡胶以及发动机悬置的基础知识

０－１．隔振橡胶材料的基础

０－２．发动机悬置的基础１．发动机悬置的机能

１－１．支撑机能

１－１－１．控制位移量

１－１－２．保持姿势

１－１－３．耐久、强度

１－２．隔振机能

１－２－１．隔振率

１－３．抑制振动机能

１－３－１．2自由度

１－３－２．1自由度２．激励

２－１．静态激励（横置FF、纵置FF、FR）

２－２．起振力（3缸机、4缸机、6缸机）３．对横置FF悬置要求的NVH性能设计

３－１．发动机震颤

３－２．Tip-in/out

３－３．Idle振动

３－４．轰鸣声

３－４－１．扭矩波动

３－４－２．不平衡惯性力和moment

３－５．加速噪音

３－６．Gearnoise４．发动机悬置设计案例４－１．设计手顺４－２．FF发动机悬置的例子

４－２－１Component-Module的例子

４－２－２．4缸机1.5TDi-DidownsizingPowertrain

Mount例

４－２－３．Pendulum悬置的例子

1)右

2)左

3)

T-rod

4)

三缸机４－２－４．EV悬置例

４－２－５．HEV悬置例

４－２－６．大扭矩悬置例５．FR无车架车型悬置设计案例６．FR带车架悬置设计案例７．FF4驱悬置的设计案例4-2.

FF发动机悬置案例

2-1.

Component-Module案例

2-2.

4缸机1.5TDi-DidownsizingPowertrain

Mount例

2-3.

Pendulum悬置案例

1)右

2)左

3)

T-rod

4)

三缸机

2-4.

EV悬置案例

2-5.

HEV悬置案例

2-6.

大扭矩悬置案例倒立型悬置椭圆形悬置Anti-cavitation

fluid发动机悬置(通常为右悬置）形式对比（1.5di-Turbo

class）塔型悬置2-3.

钟摆式悬置案例

1)右

2)左

3)

T-rod

4)

三缸机变速箱侧(通常是左悬置）形式对比TypeA能将上下方向设计的比较柔软、且前后方向做的更硬。但是变速箱侧支架的固有频率会因为托臂较长而变的低。TypeB形式的上下、前后都会变硬、但是变速箱侧激励点（Rubber中心）可以做到支架中心点相重合、能提高支架的固有频率。TypeC则能将前后方向做的很柔软。尤其是C2这种形式由于是非硫化形式的悬置、耐久性会有进一步的提高、但是如果限位块和悬置本体结构设计不好的话，非但不能做软、而且还会出现碰撞声的问题。Type

AType

CType

BType

C2非接着前后harder前后softer8095shorterlonger非硫化悬置安装图2-3.

Pendulum悬置案例

1)

右

2)左

3)

T-rod

4)

三缸机Φ85mmTorque-Rod悬置形式比较Type

AType

BType

CType

C2TypeA是予压装型、这样的话如果是同样直径的话、线性段设计有优势。而TypeB是常用形式、如果是1.5T以上的话要做到Φ85mm。至于TypeC则是进一步为了追求线性段、采用了两级避震限位的设计。4点Pendulum和UpperT-rod的案例（１）数值UpperT-rod的案例2-3.

Pendulum悬置的案例

1)右

2)左

3)

T-rod

4)

三缸机3)Engine-mountfornew3cylinderOuterbalancerIfidlespeedis850-950rpm,1st=14-16Hz,1.5th=21-24Hz,thenrollneed10Hztokeep20dBisolationfor1.5th,andyawshouldbelessthan14Hztoavoid14-16Hz.Pitchis

difficultlessthan14Hzthenweputthehydraulicresonancetothepitchresonance.⇒considerthisandbenchmark,mount-stiffnessstartingpointis

9-10Hzforroll,14-17Hzforpitch,11Hz(AT)-14Hz(MT)foryawIfweputthehydraulicresonanceatpitchoridle-speedresonance,reboundpeakmaycometo1.5thlockupboomfrequency,evenif1.5thmaynotactivatepitchmodestrongly.Yaw/pitch70/30～80/20%9-10Hzforroll,14-17Hzforpitch,11Hz(AT)-14Hz(MT)foryawCA**;1.5throllatidleisOK,butthereissmallriskfor1storderbypitchat1200-1500rpmlowspeeddrive14162421OKCAhydraulic-resonanceOKNGCA**Roll100%Yaw70%,Pitch30%Ifweputhydraulicresonanceat15Hz,Newpeakcomesupat20-24HzFordC-MaxPSA308VWPoloNissanNoteChinaA

test-carEngineeringjudgementforNVH1.0TDI6MT1.2TDI6MT1.0TDI6MT1.2sup-chgDICVT1.0TDI6AT+N-idleO-balancePendulumBalance-shaftO-balancePendulumO-balancePendulumNothingPendulum1storderidle

vibration〇〇〇〇〇1)Outer-balanceandPendulumisOK⇒weneedcheckourdesign1.5thorderidle-vib〇〇〇〇×⇒〇N-idle2)D-rangedrive-shaft

pathisneeded

tobestudiedandworst-caseweneedN-idle.Weneedsuspensiondesign1storderlowrpmboom〇◎〇〇No

evaluation3)O-balanceandPendulumisOK1.5thorderlowrpmboom〇〇〇〇No

evaluation4)6MT/DCT+DMFisOK,CVT+Lock-updamperseemstobeOK,

butneedmoredetailstudywhenweapplydeeplow-rpmlock-up,weneedsuspensiondesign1storderhighrpmboom△◎△△No

evaluation5)Over200Nmmax-torqueengineseemstoberequiredbalance-shaft.1.0TDIcanbedesignedtoacceptablelevelw/obalance-shaftWOTenginedirtynoise○△×△No

evaluation6)Biggest-issue.WeneedstudythedifferenceFordC-maxandVWPolo.Engineeringjudgementbysubjective-evaluationofBenchmarkingVehicles1)～6)arejudgementfor3cylinderNVHsolutions4-2.

FF发动机悬置案例

2-1.

Component-Module的案例

2-2.4缸机1.5TDi-DidownsizingPowertrain

Mount例2-3.

Pendulum悬置的案例

1)

4缸机

2)

3缸机

2-4.

EV悬置案例

2-5.

HEV悬置案例

2-6.大扭矩悬置案例MotordrivetorquesupportlengthFrontdrive=NissanLeafReardrive=TeslaLongreboundlinearityHardforback-forth1)2)BestforMotorandDiffnoise3)EVhasnoidlevibration,sononeed

inertiaaxis

mount.

Brackets

igenvaluesdistributiondesign

isimportant,

because

motorand

diffnoise２－４．EV悬置的案例Ifroadsurfaceisgood,andbackgroundnoiselevelislow,thenthisnoise

wasannoying,especiallyatde-accelerationcondition.DiffnoiseandMotornoise>Solutionisdoubleisolatedmountsystemand/oroptimizedbracketresonancedistributionwithnoisesourcedesignDiffordernoiseTypicalEVaccelerationNoise3DMAPRefertoSIEMENSDATA1)Inverternoise

3)2)Motor24tthMotor48tthMountbracketresonances400Hzat3000rpm800Hzat1000rpm高めにして後でMassで下へ逃げるDecouplingofIgen-valuesofmount-brackets,front-cover,power-plantAxletoothingMotornoiseGear/AxlewhinenoiseHz1005001K5K10K16008002K4K6001002K12KElectro-magneticnoiserotationunbalance2ndgeartoothingIgenvaluesdistributiondesignexamplepower-plantbending1frontcover2mountfr-body2bracketACcompressorsupportbracketpower-plantbending2frontcover1mountfr-unit2bracketmountfr-bodybracketmountrear-bodybracketmountrear-unitbracketNissanLeafandTesla’doubleisolatedMotormountsystemRearmotorisbetterfordriverseatMotor-noise,butworseforrearseatForstructurebornemotornoisereduction,doubleisolatedmountsystemisrequiredforhigh-classquietEV...Thiseffectisveryclear.2)Hardfortipin/out3)Longtravelforharshness1)bracketresonancefreqdistributionThenthisisFrontwheeldriveEVtip-in/tip-outexample

>EVhasnodampingelementfordrive-linetorsionvibration.Wecangivethisdrivelinetorsionvibrationdampingbymotor-torquecontrol2)RearwheeldriveHybrid-EVtakeoffvibrationexample

>rear-suspback-forthresonance15Hzcoupledwithdrivelinetorsion20Hz

SolutionbyADAMSdriveline+suspensionmodelanalysiswasclutchtorquecapacitycontrolanddrive-shaftdiameterincreaseRefertoNissantechnicalpaperEV/HEV针对Tip-in/out以及前后Shake问题、可通过根据Motor-Torque的控制来对应Leaf悬置EV,HEV悬置特性例没有必要考虑TRA为降低高频的Kd、使用低loss橡胶如果觉得Shake有必要对应的话、使用液压悬置由于车重要比较重、所以使用高衰减性能的减振器系统、对路面激励以及过坎比较敏感、所以尽可能地确保上下方向的线性段。针对Diff-noise、Motor-noise等问题、可通过增加Mass-Damper、优化支架固有频率配置方案等手法来对应针对Motor-noise问题、悬置意外的其他对策案例２）NissanInfinitisolutionexamplesMotorismountedatthemotornoisevibrationlevellowestpointVibrationminimizationbyStaterhousingvibrationmodecontrolvibrationlevelhighestpointisfloatedbyO-ringsealsCaseradiationnoiseminimizationbysurfaceribsdesignEffectisover400Hz10-30dBisolation１）Allpower-plantmountsontheisolatedsub-framesuspensionmemberGearNoise对策Noisesourcesdesign

1-1>Reductionoftoothnumbers

⇒reductionofmeshingordertoavoidthecouplingwithinner-shaftresonance

1-2>Increaseoftotalcontact

ratiobytoothwidthincrease

⇒reductionofexcitationbycontactratioincrease1-3>finefinishafterheat-treatmentoftooth1-4>radiationcharacteristicdesignofreducergearbox

over2kHzcasesensitivityhighNormallylowermeshorderislowercontactratio,ThesearetradeoffbutLeafsolvedthis2)DecouplingofIgen-valuesofmount-brackets,front-cover,power-plant3)

Wecandesignbetterperformance“absorption/isolationcountermeasures”,becauseelectricvehiclepower-planttemperatureislowerthanICEAxletoothingMotornoiseGear/AxlewhinenoiseHz1005001K5K10K80016002K4K6001002K12KElectro-magneticnoiserotationunbalance2ndgeartoothingIgenvaluesdistributiondesignexamplepower-plantbending1frontcover2mountfr-body2bracketACcompressorsupportbracketpower-plantbending2frontcover1mountfr-unit2bracketmountfr-bodybracketmountrear-bodybracketmountrear-unitbracket5)Finaldrivefreqishigherthanmotorfreq

atsamevehicle-speedtoavoidordercoupling4)Gearwhinefreqzooncomesupathighervehiclespeedbyreductionoftoothnumbers.Itcangetmoremaskingbybackgroundnoisediff-gearwhine

RoadNoise対策quieterlevelisrequiredbecauseofnoenginenoisemasking1)Frontsuspension(NissanLeaf)Isolateddiagonalsuspensionmember2)Bodystructure2-1>rigidfloorbybatteryprotect

framestructure2-2>lowerresonancefrequencypanelswithoutengine-boomrequirementCabincavityBack-forth2nd

CabincavityUpper-lower1st

Tirecavity2ndSuspensionmemberresonancesCabincavityBack-force3rd

100150200250300(Hz)50roadnoisefrequencyFRFLOORROOFPANELROOFCTRREINFToavoid120～300Hz,ICEdesignbodypanelsover300Hztoavoidengine2ndorderboom(50-150Hz).Around100Hzcanisolateover150Hzroad-noiseICEpanelresonancetargetEVpanelresonanceNTFatmotor-mount

over150Hzpeaksare10dBreducedNTFatsusp-mountover20Hzpeaksare10-30dBreducedICELeafnon-isolationisolationICEbaseplatformConsideronlyEVplatformCommonfloorformanypowertrainvariations・EXTS/MBR

connectedtoRRSEATCROSSMBRIdealisticstructureMoreover,EXTS/MBRconnectedto

SIDESILLbyOUTRIGERmode#2前後1次50.6Hzmode#3Back-forth2nd84.7Hzmode#5前後3次＋上下1次117.1Hzmode#11Back-forth3rd

180.0Hzmode#7Upper-Lower1st

144.0Hz2-2>Lowerresonancefrequencypanelswithoutengine-boomrequirementsCabincavityBack-forth2nd

CabincavityUpper-lower1st

Tirecavity2ndSuspensionmemberresonancesCabincavityBack-force3rd

100150200250300(Hz)50roadnoisefrequencyFRFLOORROOFPANELROOFCTRREINFToavoid120～300Hz,ICEdesignbodypanelsover300Hztoavoidengine2ndorderboom(50-150Hz).Around100Hzcanisolateover150Hzroad-noiseICEpanelresonancetargetEVpanelresonance2-3>IdealisticfloorbyEXTS/MBRconnectedto

SIDESILLbyOUTRIGER

4-2.

FF发动机悬置案例

2-1.

Component-Module的案例

2-2.4缸机1.5TDi-DidownsizingPowertrain

Mount例2-3.

Pendulum悬置的案例

1)

4缸机

2)

3缸机

2-4.

EV悬置案例

2-5.

HEV悬置案例

2-6.大扭矩悬置案例HEV-mount技术课题A-1＞

Mountinputmaxforce

andbasicmountsystemA-2＞和ICE比、对应HEV低速驱动的电机大扭矩对策就是、必须要扩大线性段＞How-much?A-3＞三缸机怠速振动的对策方案、将充电工况下的ICE转速控制在１１００ｒｐｍ(18.3Hz)以上。这样的话、可以不用考虑Yaw共振的14⇒11Hz因素.根据拓普信息、好像上汽将充电工况的转速、控制在1100-1300rpmA-4＞三缸机平衡率为50:50或80:20或balance-shaft？A-5＞从NVH角度出发、除了停车充电工况要将转速控制在1100～1300rpm之外、其他的类似Tip-in/out控制、让发动机快速通过1400~1700rpm的问题领域、甚至要讨论控制燃烧的可能性都很高A-7＞在爬坡等高负荷工况下、稍微踩点油门发动机转速就会上升很高、很是嘈杂。这就是著名的CVT-feel（在加速之前，发动机转速先上升，且嘈杂）让驾驶者感觉非常不好

A-1）Mountinputmaxforceandbasicmountsystem加速Gpeak车辆重心轮胎发生的力

F轮胎半径L轮胎转动moment=Drive-shaft转矩车辆质量M轮胎转动moment=Drive-shaft转动扭矩＝轮胎发生的力

F×轮胎半径LEngine-Mount支持的最大扭矩反力＝Engine-Mount所支持的最大扭矩反力为、车辆重量和要就加速度G以及轮胎半径来决定的。动力总成产生的最大扭矩可通过速比来进行调整。＝整车质量M×加速Gpeak轮胎发动的力

F最大Drive-shaft

Torque近似~最大ICE-torque＋Motor-torque1.0Turbo（180）1.5Turbo（210）２００Nm２５０３００３５０V6-3.5(380）2.5直喷（230）Front-Motor(160)Front-Motor(160)HEV(340）HEV(390）3pointsPendulumPendulum+2T-rodsPendulum+2T-rodsImprovement4pointsInertia-axis4pointsInertia-axis+2T-rods（V6,2.5HEV)Active电控hydraulic6缸机4缸机3缸机4pointsImprovementHEV发动机悬置系统示例1)ThissystemexistsforbigtorqueHEV2)ThissystemmaybepossibleforbigtorqueHEV4WDHEV低速比4WDHEV低速比和基础车型的ICE相同１）第一代日产HEV、采用的是直四2.5L＋HEV、目标是取得和V6-3.5L（380Nm）同样的加速G目标２）所以、采用的是和V6-3.5L同样的十字４点悬置。３）在那之后、由于挠性特性改良、变成了6点悬置（十字4点＋2根T-rod）４）但是、最近的Ford以及VW在直4Turbo的350Nm发动机、采用了钟摆式＋1根T-rod悬置系统⇒能大幅度提升左右悬置X方向线性、T-rod的X方向线性段能容量、这样即使发动机roll移动量稍微增加的话也问题不大５）直4发动机采用十字4点悬置的话、为对应怠速振动问题、前后悬置需要采用控制悬置、因此成本会很高。６）3点钟摆式悬置如果总布置成立的话、对于控制成本非常有利。７）十字4点+框架型隔振副车架的组合、对中高频动力总成噪音在结构传递上有很好的效果、高级FF车上通常被采用８）最近的HEV不在追求高G加速度、而追求的是电机低速扭矩和高速巡航时发动机的低油耗、所以现在HEV和同平台的汽车车采用同样的三点式钟摆悬置是流行趋势。HEV以及大扭矩-ICE的悬置到底是采用十字4点悬置还是采用3点Pendulum？vibrationandaccelerationnoiseincreaseLockedupvibrationincrease5dB-torquefluctuation6dBnoiseincreaseacousticalperfectshieldingDownsizingfromV6-3.5LtoL4-2.5Lexample(withturbo&super-charger=bigstatictorque,Curbweight2000kgclassVehicle)SolutionssupporttorqueincreaseIdlevibrationLockedupboomenhancementisolationandabsorptionOutlanderEngine-mountSystemTorque-rod右Engine-Mount左Transmission-Mount1.5t相当采用1根拉杆钟摆式悬置A-２）和ICE比、对应HEV低速驱动的电机大扭矩对策就是、必须要扩大线性段LowrpmdrivingtorquecanbeincreasedbymotortorqueassisttoICE,thismakesenginemountnon-linearcharacteristicsdesignmoredifficult.Stillweneedconsideridlevibration(batterychargemode)Stillweneedconsiderlow-rpmwithhightorquedriveboom(batterychargemode)Pendulumimprovement4pointsimprovementHardSoftHardHardelectriccontrolorhighperformancehydraulic(1)(2)(3)Soft3)Enginemount(5)maxtorqueLow-rpmdrivetorqueincreasebyMotorHardbigger(4)1.0T-ICE=170Nm+Motor=170Nm1.4T-ICE=245Nm+Motor=207Nm(6)Low-rpmtorqueincreaseθ7)Ifthisangleincreaseby(6),tip-in/out

willbecausedRequest

forP-HEVEngine-mountSystemDecision1Decision2①or②or③(8)MaxRoll③①②★★★对应因三缸机化产生的问题A-3）三缸机怠速振动的对策方案、将充电工况下的ICE转速控制在1100rpm(18.3Hz)以上这样的话、可以不用考虑Yaw共振的14⇒11Hz因素Upper-sideseemstobe1300rpm(1st=22Hz,1.5th=32.5Hz)bybenchmark.Ifitistoohigh,thereareriskslike

1.engine-noiseistoohigh

2.vibrationbyBody(steeringwheel)resonances

⇒1100rpm～1300rpmOuterbalancer1storderinertiaunbalancemomentcanbecontrolledbyOuter-balancer(crank-pulleyanddrive-plate/fly-wheelbalancemass)design.Ifweconsiderfollowingsandbenchmarkratio,balanceratioisyaw70-80%andpitch30-20%.a)bodysensitivityisbetterforyawthanforpitchb)rightandlefthandmountsx-directionstaticstiffnesscanbereducedthanz-directionstiffnessc)z-directionmountdynamicstiffnesscanbereducedalotbyhydraulicright-handmountfluidorificeresonancecontrol.Ifidlespeedis850-950rpm,1st=14-16Hz,1.5th=21-24Hz,thenrollneed10Hztokeep20dBisolationfor1.5th,andyawshouldbelessthan14Hztoavoid14-16Hz.Pitchisdifficultlessthan14Hzthenweputthehydraulicresonancetothepitchresonance.⇒considerthisandbenchmark,mount-stiffnessstartingpointis

9-10Hzforroll,14-17Hzforpitch,11Hz(AT)-14Hz(MT)foryawYaw/pitch70/30～80/20%9-10Hzforroll,14-17Hzforpitch,11Hz(AT)-14Hz(MT)foryaw3缸机发动机悬置的设计要求Yaw共振定义为11Hz⇒要比普通4気筒ICE的Mount在前后刚度上会要求大幅降低⇒实现困难⇒所以将停车充电的ICE转速定义为1100rpm(18.3Hz)以上A-5)从NVH角度出发、除了停车充电工况要将转速控制在1100～1300rpm之外、其他的类似Tip-in/out控制、让发动机快速通过1400~1700rpm的问题领域、甚至要讨论控制燃烧的可能性都很高在加速发动工况下，整车会产生振动。其原因就是在受加速G时候、发动机悬置进入到非线性段受挤压变硬。为实现低噪音化，一般都降低ICE的转速，但是会导致扭矩波动增大。对策方案就是调整悬置的挠性特性，让在加速工况下ICE启动时候，首先就让转速上升到没有扭矩波动的转速范围之内，然后再缓慢回落转速到没有噪音的转速范围。这样控制ICE在振动以及轰鸣声有问题的转速领域不做功。1200-1500rpmBody振動1200-1500rpm1200-1500rpm即使是不燃烧、由于发动机是跟轮胎直接连接的、如果电机加速的话ICE转速会上升吗？3cylinderNVHdangerousenginespeedzoonis1200-1500rpm,1.5thordertorquefluctuationboomandvibration3cylinderNVHissueatlowenginespeedCountermeasures1.suspensionresonancecontrolandadddampingtobushes2.drive-linetorsioncontrolbysmallerdiameterdriveshaft,Tire3.long-travellockupdamper4.optimizationoflock-upMAP,shift-MAP5.activecontrolbyMotorGeneratortorque(EV,HEV)2)ThisiscausedbySuspensionresonance1)⇒Susp传递的激励通过控制ICE转速和燃烧来对应1)FrontwheeldriveEVtip-in/tip-outexample>EVhasnodampingelementfordrive-linetorsionvibration.Wecangivethisdrivelinetorsionvibrationdampingbymotor-torquecontrol2)RearwheeldriveHybrid-EVtakeoffvibrationexample>rear-suspensionback-forthresonance15Hzcoupledwithdrivelinetorsion20HzSolutionbyADAMSdriveline+suspensionmodelanalysiswasclutchtorquecapacitycontrolanddrive-shaftdiameterincreaseRefertoNissantechnicalpaperDrivabilityissueforhightorque/powerHEV3)EnginemountReferencesNissanTechnicalReview1)3)LeafisstabletocomparewithICEvehicle2)FeedbackcontrolforBodyGbymotorTorquecontrol

在爬坡等高负荷工况下、稍微踩点油门发动机转速就会上升很高、很是嘈杂。这就是著名的CVT-feel（在加速之前，发动机转速先上升，且嘈杂）让驾驶者感觉非常不好。１）借助电机的功率和扭矩、让ICE转速不再大幅度攀升＞让后轮电机来进行加速驱动、确保ICE转速不上升。和直4-ICE相比、三缸机转速要高且声音嘈杂，三缸机高转速的音质非常噪杂＞But,ifthefrontandrearmotorneedaskbigelectricityforhill-climbingandICEneedgenerateelectricityforthisbyhighrpmrotation,nowayforthis.２）ANC

＞三缸机受制于成本，无法使用、有必要通过别的途径来对应1.0th、1.5th的轰鸣声问题３）隔音４）发动机噪音设计AccordP-HEVissuefromanInternetarticleA-７)Hill-climbingaccelerationICEnoiseissueforHEVIsolationfromengine-room①acousticfrontwind-shield,②addheavy-rubberlayertodash-insulator,③adddampingmaterialsondashandfloorpanelsIsolationfromrear④increaseinsulatorofluggage,⑤addinsulatortoluggageuppertrim,⑥addsealtotrianglewindow,⑦addmetalsealtolowerpartofdooropeningbodyIsolationfrombodyside⑧increasethicknessoffrontdoorglass,⑨adddoorsealing,⑩addEPTsealingtodoor-trim,⑪increaseabsorptionmaterialstoinsidedoors,⑫addinsulatortoA-pillartrim,⑬addpartingseal隔音对策：Note-HEV要比ICE同车型增加了至少13处隔音47BasicallyEV,butdrivebyICEathigh-speedIfthisclutchopen,itisSeries-HVIfthisclutchisengaged,itisParallel-HEVMitsubishiOutlanderP-HEVBattery=12kwhMotor=60kwx2ICE=2.0NA

87kwNoAutomaticTransmission(AT,CVT,DCT)Over80kph,clutchengage,ICEdirect-drivewithonegearratio(4th/5thgearratio)Acceleration,motorassistRearmotorcanhelpforfrontpowertrainmountnottosupporttoobigtorqueItsbatterychargemodebuttonmayhelpdrivertoacceptidlecharginghighlevelICEnoisepsychologically我们搭载有DMF来对应驱动系的扭振有必要对后电机悬置的展开设计Motor-noise隔振Outlander４WD-PHEV4-2.

FF发动机悬置案例

2-1.

Component-Module的案例

2-2.4缸机1.5TDi-DidownsizingPowertrain

Mount例2-3.

Pendulum悬置的案例

1)

4缸机

2)

3缸机

2-4.

EV悬置案例

2-5.

HEV悬置案例

2-6.大扭矩悬置案例大扭矩ICE/HEV悬置系统的选型世界的流行趋势是都向着一根拉杆的钟摆式三点悬置系统发展。取决于布置空间，如果布置不下，采用双拉杆的钟摆式悬置系统之前虽然担心一根拉杆会承受不了大扭矩、但是对标福特和大众的悬置系统后发现，通过增大悬置的胶量可对应大扭矩的动力总成Lower

big

1xT-rodUpperT-rodLower2xT-rodsor隔振框架型Sub-frame固有値MAPBounce-1Bounce-2PitchElastic1st/2ndElastic3rdVehicle-A60Hz85Hz110HzVehicle-B70Hz90Hz110Hz165Hz(4WD)Vehicle-C52Hz68Hz80HzDesigntargetAvoiddrive-traintorsionresonanceAvoidcabincavityresonanceAvoiddrive-traintorsionandcabincavityAvoidtire130HzstructureresonanceOVER-255HzAvoidtirecavity#2重量支撑扭矩支撑2Torque-rod1Torque-rod2Torque-rod惯性主轴＋２巨大扭矩支撑惯性主轴＋电控式悬置惯性主轴＋电控式悬置＋２Torque-rod

Pendulum＋2Torque-rodPendulum＋1根大Torque-rod加速噪音怠速振动Tip-in/outRoll角控制○＋○＋◎○○X