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=
2
1
) 0 (
) 0 (
]
) (
[ ) (
i
i
i i
i
f
f X f
X f e
(3)
In (3)
i
e represents the weight of each partial objective.
Due to the given example in this paper, the radial stiffness
and Z-torsion stiffness have the equal importance, thus each
e is defined as 1,
) 0 (
i
f represents the optimized value of
each partial objective which means rubber bushing stiffness
characteristics that are achieved by analyzing the vehicle
performance during the design process. Then a normalization
processing is applied to each objective.
D. Mathematical Model
In sum, the mathematical model for suspension system
optimization can be presented as in (4).
=
s
T
C H d D X
X G t s
X f
) , , , (
0 ) ( . .
) ( min
01
(4)
IV. OPTIMIZATION RESULT ANALYSIS
After Optimizations and analyses are applied by
importing the mathematical model into the iSIGHT software,
the following table (TABLE ) shows the optimization
results.
Another Finite Element Model is established using
optimized rubber bushing material and structural parameters
and then analysis is applied to the simulation results. The
results of comparing the curves of prospective rubber
bushing stiffness characteristic in each direction (obj) with
the curves of original rubber bushing stiffness characteristic
in each direction (ori) and curves of optimized rubber
bushing stiffness characteristic in each direction (opt) are
shown in the following figures (Fig. 8 and Fig. 9).
TABLE I. OPTIMIZATION RESULTS
Raw Optimized
External diameter-D 35 24.213524
Internal diameter-d 15 11.832512
Axial height-H 40 48.098848
Material parameter-
01
c
0.08 0.12090.12
Figure 8. Optimized Radial Stiffness Characteristic Curve
Figure 9. Optimized Z-torsion Stiffness Characteristic Curve
It is obvious that the radial stiffness and Z-torsion
stiffness of the optimized model match well with the
prospective stiffness in each direction respectively.
Therefore, the optimization method in this paper has its
validity.
V. EXPERIMENTAL VERIFICATION
A rubber bushing is produced with the optimized
parameters. The radial stiffness and the Z-torsion stiffness
test are done using this rubber bushing. Owing to the
limitation of space in this paper, the details of processes have
been omitted. The results of comparing the curves of tested
rubber bushing stiffness characteristic in each direction with
the curves of prospective rubber bushing stiffness
characteristic in each direction (obj) and curves of optimized
rubber bushing stiffness characteristic in each direction (opt)
are shown in the following figures (Fig. 10 and Fig. 11).
Figure 10. Tested Radial Stiffness Characteristic Curve
Figure 11. Tested Z-torsion Stiffness Characteristic Curve
It is obvious that the radial stiffness and Z-torsion
stiffness of the optimized rubber bushing not only match
well to the simulation model, but also match well to the
prospective stiffness in each direction. The result illustrates
that this optimization method has both research meanings
and feasibilities in practical applications.
VI. CONCLUSION
This paper illustrates a method and process for
optimizing rubber bushing material and structural parameters.
Using a Finite Element Model of a rubber bushing, this paper
optimizes the material and structural parameters of the
rubber bushing, and achieves a remarkable effect. The results
verify the validity of this optimization method and provide a
feasible method for rubber bushing structural design.
REFERENCES
[1] Automotive Engineering Handbook Editorial Board, Automotive
Engineering Handbook Design Chapter, Beijing People's
Communications Press,2001.
[2] Li Feng,A research for rubber bushing mechanical properties of
vehicle suspensions, Tongji University,2004.
[3] GentA.N.,Engineering With Rubber:How to Design Rubber
Computations, 1997.
[4] FreakleyR.K..and PayneA.R.,Theory and Praetice of Enginnering
With Rubber, Applied Science Publishers,London,1970.
[5] Shu H peng,Wenji V Chang,A Compressible Approach in Finite
Element Analysis of Rubber-Elastic Materrials,
Computer&Structure,1997.