[go: up one dir, main page]

CN111016566A - Inertial capacity and damping double-ceiling suspension system and control method thereof - Google Patents

Inertial capacity and damping double-ceiling suspension system and control method thereof Download PDF

Info

Publication number
CN111016566A
CN111016566A CN201911234162.0A CN201911234162A CN111016566A CN 111016566 A CN111016566 A CN 111016566A CN 201911234162 A CN201911234162 A CN 201911234162A CN 111016566 A CN111016566 A CN 111016566A
Authority
CN
China
Prior art keywords
damping
inertial
inertia
double
capacity
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN201911234162.0A
Other languages
Chinese (zh)
Other versions
CN111016566B (en
Inventor
张孝良
牛登辉
聂佳梅
陈龙
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Jiangsu University
Original Assignee
Jiangsu University
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Jiangsu University filed Critical Jiangsu University
Priority to CN201911234162.0A priority Critical patent/CN111016566B/en
Publication of CN111016566A publication Critical patent/CN111016566A/en
Application granted granted Critical
Publication of CN111016566B publication Critical patent/CN111016566B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/019—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the type of sensor or the arrangement thereof
    • B60G17/01908—Acceleration or inclination sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

The invention relates to an inertial volume and damping double-canopy suspension system and a control method thereof. The invention provides a method for coordinating and controlling ceiling inertia capacity and ceiling damping, which realizes the ceiling inertia capacity in a semi-active mode, and the control effect is equivalent to the increase of spring load mass, thereby reducing the vehicle body offset frequency, improving the smoothness of a vehicle in no-load, and leading the vehicle to have better empty and full-load adaptability; meanwhile, ceiling damping is realized through simulation, and the control effect is equivalent to dynamic damping adjustment, so that the optimal suspension damping ratio is still kept under different road conditions, and the vehicle has better adaptability to the road conditions.

Description

Inertial capacity and damping double-ceiling suspension system and control method thereof
Technical Field
The invention relates to an inertial volume and damping double-ceiling suspension system and a control method thereof, belonging to the technical field of semi-active suspension systems.
Background
Vehicle suspensions determine and influence the ride quality of the vehicle. With the development of economy and the improvement of living standard of people, the traditional automobile suspension system can not meet the requirements of people, the performance of a semi-active suspension is superior to that of a passive suspension, the cost is lower than that of an active suspension, and the semi-active suspension is the main direction of the development of the suspension system.
Scholars at home and abroad carry out a great deal of research on semi-active control of the suspension, and the currently reported research on control methods of the automobile suspension, such as advanced PID (proportion integration differentiation) control, fuzzy control, neural network control, self-adaptive control, robust control and the like, are all based on the existing suspension structure system, almost all branches of the control theory are involved, and various control methods have the characteristics and the defects. The skyhook damping control is an early semi-active suspension control method, the algorithm is simple and reliable, and the driving smoothness of the vehicle can be effectively improved. However, such control based on speed negative feedback tends to have a large difference in ride comfort when the load change is large. The ceiling damping control does not fundamentally solve the problem that the offset frequency of the suspension and the full load of the vehicle changes along with the load, and the vehicle cannot have good running smoothness when the vehicle is empty and full load.
In 2001, Smith proposed the concept of Inerter (also known as inertial mass accumulator or inertial accumulator), and then applied Inerter to vehicle suspensions in 2004, developed "Inerter-Spring-damping" suspensions (ISD). Chinese patent No. 201610300526 proposes a semi-active suspension system for skyhook inerter control. The concept of the skyhook inerter is to assume that the inerter is mounted between the inertial reference frame and the sprung mass, and the skyhook inerter directly controls the absolute acceleration of the sprung mass, independently of the absolute acceleration of the wheels. Therefore, the skyhook inerter can effectively offset the acceleration of part of the sprung mass, so that the acceleration of the sprung mass is reduced, the smoothness of the vehicle is improved, and the vehicle can better adapt to the change of the load. However, when the road condition changes, according to the basic idea of the optimal damping ratio, the optimal damping needs to be matched on line according to different driving conditions to adjust the damping ratio of the suspension system, and the skyhook inertial volume suspension cannot adjust the damping and cannot realize the optimal damping ratio of the suspension, so that the change of the road condition cannot be well adapted.
Disclosure of Invention
The invention aims to provide a double-canopy suspension system and a control method thereof, which realize canopy inertia capacity in a semi-active mode, and have the effect equivalent to increasing sprung mass, thereby achieving the purposes of reducing vehicle body offset frequency and improving the smoothness during no load, and leading a vehicle to have better empty and full load adaptability; meanwhile, ceiling damping is realized through simulation, and damping is dynamically adjusted, so that an ideal state that the optimal suspension damping ratio is still kept under different road conditions is achieved, and the suspension still has good adaptability under different road conditions.
In order to achieve the purpose, the invention adopts the technical scheme that: a double-canopy suspension system comprises a sprung mass, a spring, an unsprung mass, a tire equivalent spring, an inertial volume and damping continuously adjustable device, a driving mechanism and an ECU (electronic control unit); the spring, the inertia capacity and damping continuous adjustable device are arranged between the sprung mass and the unsprung mass; acceleration sensors are respectively arranged on the sprung mass and the unsprung mass, the acceleration sensors are connected with an ECU, and the ECU is connected with an inertial container and a damping continuous adjustable device through a driving mechanism; the inertia capacity and damping continuous adjustable device comprises a set of inertia mass continuous adjustable device and a set of continuous adjustable damping shock absorber in an independent actuator type double-canopy suspension system, and a set of hydraulic inertia capacity and damping integrated continuous adjustable device is respectively arranged in an actuator associated type double-canopy suspension b taking inertia capacity control as a main factor and an actuator associated type double-canopy suspension c taking damping control as a main factor.
The invention also provides a control method and a semi-active implementation mode of the double-ceiling suspension system, which comprises the following steps:
step 1: ceiling inertia capacity coefficient b is adjusted in two ceiling suspension systemsskyValue of (d) and ceiling damping coefficient cskyAnd both may be determined from a relationship to the suspension damping ratio ξ, as follows:
Figure RE-GDA0002399461860000021
step 2: respectively acquiring unsprung mass acceleration through acceleration sensors
Figure BDA0002304423490000022
Sprung mass acceleration
Figure BDA0002304423490000023
And transmitted to the ECU;
and step 3: ECU according to the obtained
Figure BDA0002304423490000024
And
Figure BDA0002304423490000025
the value can be calculated according to the following three ways as required:
a. actuator independent type
Figure BDA0002304423490000026
Figure BDA0002304423490000027
b. Actuator association type using inertial volume control as main control
Figure BDA0002304423490000028
C(x)＝α·B(x)
c. Actuator association type dominated by damping control
Figure BDA0002304423490000032
B(x)＝C(x)/α
In the formula, bmaxAnd bminMaximum and minimum inertance coefficients, c, of the adjustable inertance devicemaxAnd cminThe maximum damping coefficient and the minimum damping coefficient of the adjustable damping device are respectively, and α is the damping inertial volume ratio of the hydraulic inertial volume and damping integrated continuous adjustable device;
and 4, step 4: the ECU10 controls the driving mechanism to drive and adjust the inertial volume and damping continuously adjustable device according to the dynamic inertial mass coefficient B (x) and the dynamic damping coefficient C (x), so as to realize ceiling inertial volume and ceiling damping.
The invention has the beneficial effects that: the invention provides a coordination control method for ceiling inertial volume and ceiling damping, which realizes ceiling inertial volume in a semi-active mode, has the control effect of equivalently increasing spring load mass and always simulates the full-load working condition, thereby reducing the vehicle body offset frequency, improving the smoothness of a vehicle in the idle load and enabling the vehicle to have better idle and full-load adaptability; meanwhile, ceiling damping is realized through simulation, damping is dynamically adjusted along with road conditions, and therefore the optimal suspension damping ratio is still kept under different road conditions, and the vehicle has better adaptability to the road conditions.
Drawings
FIG. 1 is an ideal dual canopy suspension system.
Fig. 2 is a semi-active independent type double canopy suspension system.
Fig. 3 is a semi-active linked type double canopy suspension system.
FIG. 4 is a schematic view of a hydraulic inerter-damper integrated continuously adjustable device.
Fig. 5 is a comparison graph of the rms values of the vehicle body acceleration of various suspensions at a suspension damping ratio of 0.16.
Fig. 6 is a comparison graph of the rms values of the vehicle body acceleration of various suspensions at a suspension damping ratio of 0.25.
Fig. 7 is a comparison graph of the rms values of the vehicle body acceleration of various suspensions at a suspension damping ratio of 0.35.
In the figure, 1-ceiling inerter; 2-sprung mass; 3-a spring; 4-unsprung mass; 5-tire equivalent spring; 6-ceiling damping; 7-an acceleration sensor; 8-1 inerter continuously adjustable device a; 8-2 continuous adjustable damping shock absorber b; 8-3, a hydraulic inertial volume and damping integrated continuous adjustable device c; 9-a drive mechanism; 10-an ECU; 11-a hydraulic cylinder; 12-inerter damping regulating valve; 13-a cylinder barrel; 14-a piston; 15-a piston rod; 16-a valve body; 17-helical groove; 18-valve core.
Detailed Description
The invention is further illustrated by the following figures and examples.
Figure 1 is an ideal dual-canopy suspension system comprising a canopy inerter 1, a sprung mass 2, a spring 3, an unsprung mass 4, a tire equivalent spring 5 and a canopy damper 6. The spring 3 is arranged between the sprung mass 2 and the unsprung mass 4; the ceiling inerter 1 and the ceiling damper 6 are arranged between the inertial reference system and the sprung mass 2. The skyhook inerter 1 can generate an inertia force opposite to the direction of the acceleration of the sprung mass, the force is equal to the product of a skyhook inerter coefficient and the acceleration of the sprung mass, the absolute acceleration of the sprung mass is directly controlled by the inertia force and is irrelevant to the absolute acceleration of the wheels, and therefore, the skyhook inerter can effectively counteract part of the acceleration of the sprung mass, and the acceleration of the sprung mass is reduced. The skyhook damping 6 can generate a damping force opposite to the speed direction of the sprung mass, the force is equal to the product of a skyhook damping coefficient and the speed of the sprung mass, and the absolute speed of the sprung mass is directly controlled by the skyhook damping and is independent of the absolute speed of the wheels, so that the skyhook damping can effectively counteract a part of the speed of the sprung mass, and the speed of the sprung mass is reduced.
FIG. 2 is a semi-active independent type double-canopy suspension system, comprising a sprung mass 2, a spring 3, an unsprung mass 4, a tire equivalent spring 5, an acceleration sensor 7, an inertially-continuously adjustable device a8-1, a continuously adjustable damping shock absorber b8-2, a drive mechanism 9 and an ECU 10. The spring 3, the inertia mass continuous adjustable device a8-1 and the continuous adjustable damping shock absorber b8-2 are arranged between the sprung mass 2 and the unsprung mass 4; the two acceleration sensors 7 are respectively arranged on the sprung mass 2 and the unsprung mass 4, acceleration signals of the sprung mass and the unsprung mass are collected and transmitted to the ECU10, and the ECU10 controls the driving mechanism 9 to drive and adjust the inertance continuous adjustable device a8-1 and the continuous adjustable damping shock absorber b8-2 according to an independent double-canopy control method, so that canopy inertance and canopy damping are realized in a simulated mode.
In the scheme, the semi-active independent type double-ceiling suspension system adopts two sets of independent actuating mechanisms to respectively realize dynamic adjustment on the inertia capacity and the damping, and the embodiment includes a set of inertia mass continuous adjustable device and a set of continuous adjustable damping shock absorber. The actuator control strategy is as follows:
a. actuator independent type:
Figure BDA0002304423490000041
Figure BDA0002304423490000042
in the formula, bmaxAnd bminMaximum and minimum inertance coefficients, c, of the adjustable inertance devicemaxAnd cminRespectively the maximum and minimum damping coefficients of the adjustable damping means.
Fig. 3 is a semi-active association type double-canopy suspension system, which comprises a sprung mass 2, a spring 3, an unsprung mass 4, a tire equivalent spring 5, an acceleration sensor 7, an inertial volume and damping integrated continuously adjustable device c8-3, a driving mechanism 9 and an ECU 10. The spring 3, the inerter-damper integrated continuous adjustable device c8-3 are arranged between the sprung mass 2 and the unsprung mass 4; the two acceleration sensors 7 are respectively arranged on the sprung mass 2 and the unsprung mass 4, acceleration signals of the sprung mass and the unsprung mass are collected and transmitted to the ECU10, the ECU10 controls the driving mechanism 9 to drive and adjust the inerter-damper integrated continuous adjustable device c8-3 according to a related double-canopy control method, and the simulation is carried out to realize the canopy inerter-damper and the canopy damper.
In the above scheme, the associated dual-canopy suspension system adopts a set of mechanism to achieve coordinated control of inertial volume and damping, and can adopt a displacement-velocity dual-correlation hydraulic inertial volume and damping integrated continuously adjustable device, which includes a hydraulic cylinder 11 and an inertial volume and damping adjusting valve 12, as shown in fig. 4. The actuator control strategy is as follows:
b. actuator association type using inertial volume control as main control
Figure BDA0002304423490000051
C(x)＝α·B(x)
c. Actuator association type dominated by damping control
Figure BDA0002304423490000053
B(x)＝C(x)/α
Wherein α is the damping inertial volume ratio of the inertial volume and damping integrated continuous adjustable device.
In fig. 4, the damping coefficient c (x) of the hydraulic inertial volume and damping integrated continuously adjustable device with dual correlation of displacement velocity can be represented as
Figure RE-GDA0002399461860000053
In the formula (I), the compound is shown in the specification,
Figure BDA0002304423490000055
Figure BDA0002304423490000056
where ρ is the density of the working fluid in the device, w is the width of the valve core, x is the displacement of the valve core relative to the valve body, and DcIs the diameter of the hydraulic cylinder, dcDiameter of hydraulic cylinder piston rod, PhIs the spiral groove pitch of the valve core, D is the diameter of the valve core, rhRadius of the spiral groove of the spool, DhIs the hydraulic diameter of the spool spiral pipe, RhIs the curvature radius of the valve core spiral tube, mu is the viscosity of the working liquid
Meanwhile, the inertia coefficient B (x) can be expressed as
Figure BDA0002304423490000061
Therefore, the damping inertial volume ratio α can be expressed as
Figure BDA0002304423490000062
In the formula (I), the compound is shown in the specification,
Figure BDA0002304423490000063
Figure BDA0002304423490000064
wherein, c1(x)>And when the displacement speed is 0, the device is an inertial volume and damping integrated continuous adjustable device with double correlation of displacement speed.
In particular, c1(x) When the value is equal to 0, the device is a displacement-related inerter-damper integrated continuous adjustable device. The damping coefficient C (x) can be expressed as
Figure BDA0002304423490000065
The damping to inertia ratio α may be expressed as
Figure BDA0002304423490000066
When the acceleration is required to be used as a main control target, selecting inertial volume dominant correlation type double canopies for adjustment; when the speed is required to be used as a main control target, the damping leading correlation type double canopies are selected for adjustment.
In order to compare and analyze the control effect of the double-ceiling suspension, a sine wave with the amplitude of 0.1m and the frequency of 0-100 Hz is adopted as the road displacement input to be compared with a traditional passive suspension, a ceiling inerter suspension and a ceiling damping suspension. Spring load mass m of the four kinds of suspension when no load2500kg each, spring load mass m at full load21100kg, spring rate k, damping coefficient c, unsprung mass m1Tire stiffness ktAre all equal.
In order to specifically compare and analyze the influence of the ceiling inertial volume on the load adaptability, an empty working condition and a full working condition are arranged on a traditional passive suspension and a ceiling damping suspension without ceiling inertial volume control, and only the empty working condition is arranged on the ceiling inertial volume suspension and a double-ceiling suspension with the ceiling inertial volume control.
In order to specifically compare and analyze the influence of the skyhook damping on the road condition adaptability, according to the basic idea of the optimal damping ratio, the optimal damping needs to be matched on line according to different road conditions to adjust the damping ratio of a suspension system, so that the optimal smoothness is obtained, therefore, three suspension damping ratios are selected to represent three road conditions, and the suspension damping ratios in no-load are kept consistent. FIGS. 5 to 7 are graphs comparing the square root of the vehicle acceleration of each suspension at suspension damping ratios of 0.16, 0.25 and 0.35, respectively.
As can be seen from fig. 5 to 7, the traditional passive suspension and the skyhook damping suspension have large variation of vehicle body offset frequency when empty and full load, and have large difference between the low frequency peak value of the vehicle body acceleration root mean square value when no load and the full load, which indicates that the two suspensions have poor smoothness when no load and poor load adaptability; and the low-frequency peak value of the mean square root value of the vehicle body acceleration of the sky-shed inertial volume suspension and the double-sky-shed suspension in the no-load state is close to that of the traditional passive suspension in the full-load state, which shows that the two suspensions still have good smoothness in the no-load state and good load adaptability. Therefore, the suspension controlled by the ceiling inertia capacity enables the vehicle to have good load adaptability, and can simulate the full-load working condition when no load exists.
It can be known from fig. 5 to 7 that the low-frequency peak value of the root mean square value of the vehicle body acceleration of the full-load skyhook damping suspension and the no-load double-skyhook suspension (simulating full load) is less in change under the damping ratio of the three suspensions, and is basically equivalent to the offset frequency of the traditional passive suspension when the two suspensions are fully loaded, which indicates that the two suspensions still have good smoothness under different road conditions. Therefore, the suspension with the ceiling damping control enables the vehicle to have good road condition adaptability.
In addition, compared with a traditional passive suspension in no-load, the vehicle body acceleration root mean square value low-frequency peak value of the independent double-canopy suspension is respectively reduced by 43.7%, 36.2% and 38.6% under three suspension damping ratios, the inerter dominant correlation type double-canopy suspension is respectively reduced by 31.9%, 21.3% and 19.4%, and the damping dominant correlation type double-canopy suspension is respectively reduced by 11%, 7.9% and 14.2%, so that the double-canopy suspension has good load adaptability; and compared with a ceiling damping suspension during idling, the low-frequency peak value of the vehicle body acceleration root mean square value of the independent double-ceiling suspension is respectively reduced by 45.2%, 36.4% and 33.9% under three suspension damping ratios, the inertia capacity leading association type double-ceiling suspension is respectively reduced by 33.6%, 21.6% and 13.2%, and the damping leading association type double-ceiling suspension is respectively reduced by 13.3%, 8.9% and 7.7%, so that the double-ceiling suspension has good road condition adaptability. Therefore, when the ceiling inertial volume and the ceiling damping are coordinated and controlled, the double-ceiling suspension has load adaptability and road condition adaptability at the same time, and the smoothness is good. The independent double-canopy suspension has the best control effect, but two sets of mechanisms are adopted for executing control, so that the space required by engineering arrangement is larger, and the cost is higher; the control effect of the inertial volume leading association type and the damping leading association type double-ceiling suspension is inferior, but only one set of mechanism is needed to execute control, the space required by engineering arrangement is smaller, and the cost is low.
The invention provides a coordination control method for ceiling inertia capacity and ceiling damping, which realizes ceiling inertia capacity in a semi-active mode, has a control effect equivalent to that of increasing spring load mass and always simulates a full-load working condition, thereby reducing vehicle body offset frequency, improving the smoothness of a vehicle in no-load and enabling the vehicle to have better empty and full-load adaptability; meanwhile, ceiling damping is realized through simulation, and damping is dynamically adjusted along with road conditions, so that the optimal suspension damping ratio is still kept under different road conditions, and the vehicle has better adaptability to the road conditions.

Claims (4)

1.一种惯容与阻尼双天棚悬架系统，包括簧载质量(2)、弹簧(3)、非簧载质量(4)、轮胎等效弹簧(5)、驱动机构(9)和ECU(10)，其特征在于，还包括惯容与阻尼连续可调装置，所述弹簧(3)和惯容与阻尼连续可调装置设置在簧载质量(2)与非簧载质量(4)之间；所述簧载质量(2)和非簧载质量(4)上分别设有加速度传感器(7)，加速度传感器(7)与ECU(10)连接，ECU(10)通过驱动机构(9)与惯容与阻尼连续可调装置连接；所述惯容与阻尼连续可调装置在执行器独立型双天棚悬架系统a中为一套惯质连续可调装置a(8-1)和一套连续可调阻尼减振器b(8-2)，在以惯容控制为主导的执行器关联型双天棚悬架b、以阻尼控制为主导的执行器关联型双天棚悬架c中均为一套液力式惯容与阻尼一体化连续可调装置c(8-3)。1. An inertial capacity and damping double ceiling suspension system, comprising a sprung mass (2), a spring (3), an unsprung mass (4), a tire equivalent spring (5), a drive mechanism (9) and an ECU (10), characterized in that it also includes a continuously adjustable device for inertia and damping, wherein the spring (3) and the continuously adjustable device for inertia and damping are arranged on the sprung mass (2) and the unsprung mass (4) between; the sprung mass (2) and the unsprung mass (4) are respectively provided with an acceleration sensor (7), the acceleration sensor (7) is connected with the ECU (10), and the ECU (10) passes through the driving mechanism (9) ) is connected to the inertial capacity and damping continuously adjustable device; the inertial capacity and damping continuously adjustable device is a set of inertial mass continuously adjustable device a(8-1) and A set of continuously adjustable damping shock absorbers b (8-2), in the actuator-related double skyhook suspension b dominated by inertial capacity control, and the actuator-related double ceiling suspension dominated by damping control c Both are a set of hydraulic inertia and damping integrated continuous adjustable device c (8-3). 2.一种惯容与阻尼双天棚悬架系统的控制方法，包括如下步骤：2. A control method for an inertial capacity and damping double ceiling suspension system, comprising the following steps: 步骤1：在双天棚悬架系统中调整天棚惯容系数bsky的值和天棚阻尼系数csky的值，两者可以根据与悬架阻尼比ξ的关系确定，按下式计算：Step 1: Adjust the value of the skyhook inertia coefficient b sky and the value of the skyhook damping coefficient c sky in the double skyhook suspension system, both of which can be determined according to the relationship with the suspension damping ratio ξ, and calculated as follows:
Figure RE-FDA0002399461850000011
Figure RE-FDA0002399461850000011
 式中，m2为簧载质量(2)，k为弹簧(3)刚度；where m 2 is the sprung mass (2), and k is the stiffness of the spring (3); 步骤2：通过加速度传感器(7)分别获取非簧载质量加速度
Figure RE-FDA0002399461850000012
簧载质量加速度
Figure RE-FDA0002399461850000013
并传送给ECU(10)；Step 2: Obtain the unsprung mass acceleration through the acceleration sensor (7) respectively
Figure RE-FDA0002399461850000012
sprung mass acceleration
Figure RE-FDA0002399461850000013
And send to ECU (10); 步骤3：ECU(10)根据获取的
Figure RE-FDA0002399461850000014
和
Figure RE-FDA0002399461850000015
值，按下列三种方式计算可调惯质系数B(x)和可调阻尼系数C(x)的大小：Step 3: ECU (10) according to the obtained
Figure RE-FDA0002399461850000014
and
Figure RE-FDA0002399461850000015
value, calculate the size of the adjustable inertia coefficient B(x) and the adjustable damping coefficient C(x) in the following three ways: a.执行器独立型a. Actuator independent type
Figure RE-FDA0002399461850000016
Figure RE-FDA0002399461850000016
Figure RE-FDA0002399461850000017
Figure RE-FDA0002399461850000017
 b.以惯容控制为主导的执行器关联型b. Actuator-related type dominated by inertial control
Figure RE-FDA0002399461850000021
Figure RE-FDA0002399461850000021
 C(x)＝α·B(x)C(x)=α·B(x) c.以阻尼控制为主导的执行器关联型c. Actuator-related type dominated by damping control
Figure RE-FDA0002399461850000022
Figure RE-FDA0002399461850000022
 B(x)＝C(x)/αB(x)=C(x)/α 式中，bmax和bmin分别为可调惯容装置的最大和最小惯质系数，cmax和cmin分别为可调阻尼装置的最大和最小阻尼系数，α为液力式惯容与阻尼一体化连续可调装置的阻尼惯容比；In the formula, b max and b min are the maximum and minimum inertia coefficients of the adjustable inertial capacity device, respectively, c max and c min are the maximum and minimum damping coefficients of the adjustable damping device, respectively, α is the hydraulic inertial capacity and damping The damping inertia-to-capacity ratio of the integrated continuously adjustable device; 步骤4：ECU(10)按照动态惯质系数B(x)和动态阻尼系数C(x)的大小控制驱动机构(9)驱动和调节惯容与阻尼连续可调装置，模拟实现天棚惯容和天棚阻尼。Step 4: The ECU (10) controls the drive mechanism (9) to drive and adjust the inertial and damping continuously adjustable device according to the size of the dynamic inertia coefficient B(x) and the dynamic damping coefficient C(x), simulating the realization of the ceiling inertia and damping. Canopy damping. 3.根据权力要求2所述的一种惯容与阻尼双天棚悬架系统的控制方法，其特征在于，位移速度双相关的液力式惯容与阻尼一体化连续可调装置的阻尼系数C(x)表示为3. the control method of a kind of inertial capacity and damping double skyhook suspension system according to claim 2, it is characterized in that, the damping coefficient C of the hydraulic type inertial capacity and damping integrated continuous adjustable device that the displacement speed is double-related (x) is expressed as
Figure RE-FDA0002399461850000023
Figure RE-FDA0002399461850000023
 式中，In the formula,
Figure RE-FDA0002399461850000024
Figure RE-FDA0002399461850000024
Figure RE-FDA0002399461850000025
Figure RE-FDA0002399461850000025
 其中，ρ为该装置工作液体密度，w是阀芯宽度，x是阀芯相对于阀体的位移，，Dc是液压缸直径，dc液压缸活塞杆直径，Ph是阀芯螺旋槽螺距，D是阀芯直径，rh是阀芯螺旋槽半径，Dh是阀芯螺旋管水力直径，Rh是阀芯螺旋管曲率半径，μ是工作液体的粘度；Among them, ρ is the working fluid density of the device, w is the width of the valve core, x is the displacement of the valve core relative to the valve body, D c is the diameter of the hydraulic cylinder, dc is the diameter of the piston rod of the hydraulic cylinder, and P h is the spiral groove of the valve core Pitch, D is the diameter of the spool, rh is the radius of the spiral groove of the spool, D h is the hydraulic diameter of the spool coil, R h is the radius of curvature of the spool coil, μ is the viscosity of the working fluid; 同时，惯质系数B(x)表示为Meanwhile, the inertia coefficient B(x) is expressed as
Figure RE-FDA0002399461850000031
Figure RE-FDA0002399461850000031
 因此阻尼惯容比α表示为Therefore, the damping inertia ratio α is expressed as
Figure RE-FDA0002399461850000032
Figure RE-FDA0002399461850000032
 式中，In the formula,
Figure RE-FDA0002399461850000033
Figure RE-FDA0002399461850000033
Figure RE-FDA0002399461850000034
Figure RE-FDA0002399461850000034
 其中，c1(x)>0时，该装置为位移速度双相关的惯容与阻尼一体化连续可调装置。Among them, when c 1 (x)>0, the device is an integrated and continuously adjustable device of inertial capacity and damping which is double related to displacement speed. 4.根据权力要求3所述的一种惯容与阻尼双天棚悬架系统的控制方法，其特征在于，特别的，c1(x)＝0时，位移速度双相关的液力式惯容与阻尼一体化连续可调装置为位移相关的惯容与阻尼一体化连续可调装置，阻尼系数C(x)表示为4. the control method of a kind of inertial capacity and damping double skyhook suspension system according to claim 3, it is characterized in that, especially, when c 1 (x)=0, the hydraulic inertia capacity of displacement velocity double correlation The integrated continuous adjustable device with damping is a displacement-related integrated continuous adjustable device with inertia and damping, and the damping coefficient C(x) is expressed as
Figure RE-FDA0002399461850000035
Figure RE-FDA0002399461850000035
 阻尼惯容比α可以表示为The damping inertial capacity ratio α can be expressed as
Figure RE-FDA0002399461850000036
Figure RE-FDA0002399461850000036
CN201911234162.0A 2019-12-05 2019-12-05 Inertia and damping double canopy suspension system and its control method Active CN111016566B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201911234162.0A CN111016566B (en) 2019-12-05 2019-12-05 Inertia and damping double canopy suspension system and its control method

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201911234162.0A CN111016566B (en) 2019-12-05 2019-12-05 Inertia and damping double canopy suspension system and its control method

Publications (2)

Publication Number Publication Date
CN111016566A true CN111016566A (en) 2020-04-17
CN111016566B CN111016566B (en) 2023-07-18

Family

ID=70204337

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201911234162.0A Active CN111016566B (en) 2019-12-05 2019-12-05 Inertia and damping double canopy suspension system and its control method

Country Status (1)

Country Link
CN (1) CN111016566B (en)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114103581A (en) * 2020-06-29 2022-03-01 丰田自动车株式会社 Vehicle vibration damping control device and method
CN114193994A (en) * 2021-12-06 2022-03-18 江苏大学 Ideal ceiling system based on mechanical memory element and semi-active suspension system thereof
CN115716391A (en) * 2022-09-30 2023-02-28 合肥工业大学 A semi-active suspension system with adjustable damping and inertia and its control method
CN116834493A (en) * 2023-05-11 2023-10-03 中国人民解放军火箭军工程大学 Semi-active damping coordination control method for whole heavy vehicle provided with hydro-pneumatic suspension
CN118876980A (en) * 2024-08-06 2024-11-01 一汽解放汽车有限公司 Vehicle control system and vehicle

Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH06106937A (en) * 1992-09-30 1994-04-19 Mazda Motor Corp Suspension device for vehicle
CN102933868A (en) * 2010-02-05 2013-02-13 剑桥企业有限公司 Damping and inertial hydraulic device
CN105539046A (en) * 2016-02-24 2016-05-04 浙江大学台州研究院 Vehicle active inerter type dynamic vibration absorption suspension
CN205220268U (en) * 2015-12-31 2016-05-11 沈阳理工大学 Vehicle suspension subassembly
CN105644289A (en) * 2016-02-24 2016-06-08 浙江大学台州研究院 Novel passive suspension comprising inertial container
CN105946498A (en) * 2016-05-09 2016-09-21 江苏大学 Simulation implement system and inerter device of suspension frame system for ceiling inerter and control method
CN107563001A (en) * 2017-08-01 2018-01-09 江苏大学 A kind of vehicle ISD suspension electromechanics network system just integrates and passive implementation method in fact
CN108891220A (en) * 2018-07-19 2018-11-27 燕山大学 A kind of capricorn bettle innovatory algorithm of Vehicle Semi-active Suspension System
CN109334378A (en) * 2018-09-19 2019-02-15 江苏大学 An active control method of vehicle ISD suspension based on single neuron PID control
CN109733154A (en) * 2018-12-25 2019-05-10 江苏大学 An interconnected ISD suspension and system with adjustable damping and inertial capacity
CN110397695A (en) * 2019-07-17 2019-11-01 重庆大学 Magneto-rheological semi-active variable damping and active variable inertia suspension vibration reduction mechanism

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH06106937A (en) * 1992-09-30 1994-04-19 Mazda Motor Corp Suspension device for vehicle
CN102933868A (en) * 2010-02-05 2013-02-13 剑桥企业有限公司 Damping and inertial hydraulic device
CN205220268U (en) * 2015-12-31 2016-05-11 沈阳理工大学 Vehicle suspension subassembly
CN105539046A (en) * 2016-02-24 2016-05-04 浙江大学台州研究院 Vehicle active inerter type dynamic vibration absorption suspension
CN105644289A (en) * 2016-02-24 2016-06-08 浙江大学台州研究院 Novel passive suspension comprising inertial container
CN105946498A (en) * 2016-05-09 2016-09-21 江苏大学 Simulation implement system and inerter device of suspension frame system for ceiling inerter and control method
CN107563001A (en) * 2017-08-01 2018-01-09 江苏大学 A kind of vehicle ISD suspension electromechanics network system just integrates and passive implementation method in fact
CN108891220A (en) * 2018-07-19 2018-11-27 燕山大学 A kind of capricorn bettle innovatory algorithm of Vehicle Semi-active Suspension System
CN109334378A (en) * 2018-09-19 2019-02-15 江苏大学 An active control method of vehicle ISD suspension based on single neuron PID control
CN109733154A (en) * 2018-12-25 2019-05-10 江苏大学 An interconnected ISD suspension and system with adjustable damping and inertial capacity
CN110397695A (en) * 2019-07-17 2019-11-01 重庆大学 Magneto-rheological semi-active variable damping and active variable inertia suspension vibration reduction mechanism

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
张孝良等: "天棚惯容控制半主动悬架的性能分析", 《江苏大学学报(自然科学版)》 *

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114103581A (en) * 2020-06-29 2022-03-01 丰田自动车株式会社 Vehicle vibration damping control device and method
CN114103581B (en) * 2020-06-29 2024-02-27 丰田自动车株式会社 Vehicle vibration damping control device and method
CN114193994A (en) * 2021-12-06 2022-03-18 江苏大学 Ideal ceiling system based on mechanical memory element and semi-active suspension system thereof
CN114193994B (en) * 2021-12-06 2024-03-19 江苏大学 An ideal ceiling system and its semi-active suspension system based on mechanical memory components
CN115716391A (en) * 2022-09-30 2023-02-28 合肥工业大学 A semi-active suspension system with adjustable damping and inertia and its control method
CN116834493A (en) * 2023-05-11 2023-10-03 中国人民解放军火箭军工程大学 Semi-active damping coordination control method for whole heavy vehicle provided with hydro-pneumatic suspension
CN118876980A (en) * 2024-08-06 2024-11-01 一汽解放汽车有限公司 Vehicle control system and vehicle
CN118876980B (en) * 2024-08-06 2025-10-21 一汽解放汽车有限公司 Vehicle control system and vehicle

Also Published As

Publication number Publication date
CN111016566B (en) 2023-07-18

Similar Documents

Publication Publication Date Title
CN111016566A (en) Inertial capacity and damping double-ceiling suspension system and control method thereof
CN110171261B (en) Semi-active coordination control method for vibration reduction and power generation of magnetorheological energy feedback suspension
CN104015582B (en) The automobile energy regenerative active suspension system of a kind of stiffness variable and damping
CN105082920B (en) Damping is adjustable with bodywork height interconnection air suspension cooperative control system and method
US9073398B2 (en) Vehicle control device
CN203902200U (en) Rigidity and damping variable energy feedback active suspension system of automobile
CN115716391B (en) A semi-active suspension system with adjustable damping and inertia and a control method thereof
US20150006031A1 (en) Vehicle control device and vehicle control method
CN102729760A (en) Real-time optimal damping control algorithm of automobile semi-active suspension system
CN105840712B (en) A semi-active stepless adjustable energy-feedback shock absorber
CN101549626A (en) Continuously adjustable self-adapting semi-active suspension system capable of responding fast damping
CN107323199A (en) A kind of new half active hydro pneumatic suspension control system and method
CN103434359A (en) Multi-target control method of automobile driving suspension system
CN101844498B (en) Semiactive/active composite control suspension without external power source and control method thereof
CN103307168A (en) Novel damping-adjustable shock absorber
CN106523574A (en) Multiple operating condition damping self-adaption hydro-pneumatic spring and control method thereof
CN105946498B (en) Ceiling is used to the simulated implementation system for holding suspension system and used capacitance device and control method
CN113665311A (en) Vibration absorber control method and system based on frequency domain analysis
CN110978932A (en) Integral composite suspension actuator and control method thereof
US5324067A (en) System for generating a signal on a vehicle
CN205678045U (en) A kind of partly stepless adjustable power feeding shock absorber of active
CN1367328A (en) Vehicle suspension damping active adjustable hydraulic vibration reducer
CN206870783U (en) A kind of half new active hydro pneumatic suspension control system
CN115534611B (en) Shock absorption suspension control method and suspension system for emergency rescue heavy-duty vehicle
CN113386512B (en) Three-mass four-parameter adjustable two-stage vibration reduction passive suspension and working method thereof

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant