CN113135188A - Power assembly suspension system, vibration reduction method and vehicle - Google Patents
Power assembly suspension system, vibration reduction method and vehicle Download PDFInfo
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- CN113135188A CN113135188A CN202010054861.3A CN202010054861A CN113135188A CN 113135188 A CN113135188 A CN 113135188A CN 202010054861 A CN202010054861 A CN 202010054861A CN 113135188 A CN113135188 A CN 113135188A
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- 239000000725 suspension Substances 0.000 title claims abstract description 107
- 238000000034 method Methods 0.000 title claims abstract description 59
- 230000009467 reduction Effects 0.000 title description 6
- 238000013016 damping Methods 0.000 claims abstract description 158
- 230000008569 process Effects 0.000 claims description 46
- 230000005284 excitation Effects 0.000 claims description 32
- 230000033001 locomotion Effects 0.000 claims description 7
- 238000012544 monitoring process Methods 0.000 claims description 2
- 230000000694 effects Effects 0.000 description 11
- 238000002955 isolation Methods 0.000 description 11
- 230000000712 assembly Effects 0.000 description 3
- 238000000429 assembly Methods 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 3
- 238000010521 absorption reaction Methods 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000035939 shock Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000011217 control strategy Methods 0.000 description 1
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- 230000007246 mechanism Effects 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/20—Reducing vibrations in the driveline
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
- B60K5/12—Arrangement of engine supports
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
- B60K5/12—Arrangement of engine supports
- B60K5/1208—Resilient supports
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/20—Reducing vibrations in the driveline
- B60W2030/206—Reducing vibrations in the driveline related or induced by the engine
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
- Vibration Prevention Devices (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention relates to a powertrain suspension system, a vibration damping method and a vehicle, wherein the powertrain suspension system is applied to the vehicle and comprises a controller and a rubber suspension and electric control damping device which are arranged between a bracket of an engine of the vehicle and a frame of the vehicle, wherein: the controller is connected with the electric control damping device and used for controlling the electric control damping device to output or stop outputting damping force which is used for improving the modal frequency of the power assembly suspension system and reducing the vibration of the engine.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a power assembly suspension system, a vibration reduction method and a vehicle.
Background
As a core power source of a vehicle, an engine works at high performance and is also the largest vibration source of the whole vehicle. Most of the existing power assemblies comprising engines achieve the vibration damping effect of the power assemblies by matching proper rubber suspensions, and meanwhile, the rubber suspensions also bear the dynamic and static loads of the power assemblies.
Because most of the existing power assembly suspension systems adopt constant-rigidity rubber suspension, the existing power assembly suspension systems have the following defects in matching:
1. the modal frequency of the existing power assembly suspension system is usually lower than the maximum value of the engine excitation frequency, and in the starting and stopping processes of an engine, along with the change of the rotating speed of the engine, the moment when the engine excitation frequency is equal to the modal frequency of the power assembly suspension system can occur, and at the moment, resonance can be caused, and large jitter can be generated;
2. if the rubber suspension is adjusted to be soft, the vibration isolation of the power assembly suspension system is good, but the rubber suspension can not bear the dynamic load when the engine is started and stopped and runs on a bumpy road surface enough, so that the collision limiting phenomenon occurs;
3. if the suspension rigidity of the rubber is adjusted to be high, the dynamic bearing capacity is good, but the poor vibration isolation during the running of the engine, particularly at idle speed, can affect the riding comfort.
Disclosure of Invention
In order to solve the technical problems of resonance and incapability of considering both vibration isolation effect and bearing capacity of the conventional power assembly suspension system, the invention provides a power assembly suspension system, a vibration reduction method and a vehicle, for example, an electronic control damping device is controlled to apply damping force, so that the modal frequency of the power assembly suspension system in the starting process or the flameout process of an engine is greater than the maximum value of the excitation frequency of the engine, and the resonance of the starting process and the flameout process is avoided; meanwhile, whether the damping force is applied by the electric control damping device is controlled, so that the vibration isolation effect and the bearing capacity are considered.
According to a first aspect of the present invention, there is provided a powertrain suspension system for a vehicle, comprising a controller, and a rubber suspension and an electrically controlled damping device both disposed between a bracket of an engine of the vehicle and a frame of the vehicle, wherein:
the controller is connected with the electric control damping device and used for controlling the electric control damping device to output or stop outputting damping force which is used for improving the modal frequency of the power assembly suspension system and reducing the vibration of the engine.
Preferably, the controller is specifically configured to:
monitoring a start-up process and a shut-down process of the engine;
and controlling the electronic control damping device to output the damping force during the starting process and the flameout process, so that the modal frequency of the power assembly suspension system is larger than the maximum value of the excitation frequency of the engine.
Preferably, the controller is specifically configured to:
receiving an instruction to execute a first mode;
and when receiving an instruction for executing the first mode, controlling the electronic control damping device to output the damping force.
Preferably, the controller is specifically configured to:
receiving an instruction to execute a second mode;
when receiving an instruction to execute the second mode, judging whether the electrically controlled damping device outputs the damping force,
and when the electronic control damping device is judged to output the damping force, controlling the electronic control damping device to stop outputting the damping force.
Preferably, the electrically controlled damping device comprises an electrically controlled adjustable damper, and the controller comprises an engine control module.
Preferably, the controlling the electrically controlled damping device to output the damping force includes:
and controlling the opening of a damping valve hole of the electronic control damping device, so that the damping valve hole can slow down the telescopic motion of a guide rod of the electronic control damping device.
Preferably, the controlling the electrically controlled damping device to stop outputting the damping force includes:
and controlling the damping valve hole to be in a full-open state, so that the damping valve hole does not limit the telescopic motion of the guide rod of the electric control damping device.
Preferably, the electrically controlled damping means is arranged inside or outside the rubber suspension.
According to a second aspect of the present invention, there is provided a vibration damping method applied to a vehicle, comprising:
arranging a rubber suspension and an electric control damping device between a bracket of an engine of the vehicle and a frame of the vehicle;
judging whether a first preset condition is met, and controlling the electronic control damping device to output damping force for improving the modal frequency of the power assembly suspension system and reducing the vibration of the engine when the first preset condition is met; and
and judging whether a second preset condition is met, and controlling the electronic control damping device to stop outputting damping force for improving the modal frequency of the power assembly suspension system and reducing the vibration of the engine when the second preset condition is met.
According to a third aspect of the present invention, there is provided a vehicle including the powertrain suspension system described above.
Compared with the prior art, one or more embodiments in the above scheme can have the following advantages or beneficial effects:
by applying the power assembly suspension system, the vibration reduction method and the vehicle provided by the embodiment of the invention, the mode frequency of the power assembly suspension system in the starting process or the flameout process of the engine is greater than the maximum value of the excitation frequency of the engine by controlling the electric control damping device to apply the damping force, so that the resonance in the starting process and the flameout process is avoided, and the shake of the engine in the starting process or the flameout process is reduced.
Furthermore, the embodiment of the invention controls whether the electric control damping device applies the damping force or not through different control modes, thereby realizing the vibration isolation effect and the bearing capacity.
Specifically, under the condition of the first mode, the electronic control damping device and the rubber suspension act together, the electronic control damping device outputs damping force, and the rubber suspension outputs elastic force, so that the collision limiting phenomenon caused by small rigidity of the rubber suspension when a vehicle is in a bumpy road section is avoided.
Specifically, in the case of the second mode, only the rubber mount is active, and the electronically controlled damping device does not output a damping force. Because the rubber suspension is softer, rigidity is little, can avoid the support and the frame support of engine to be in rigid connection to make the transmission of the very little degree of vibration of engine to the frame, make the frame receive the influence of engine less, improve the vibration isolation effect, improve the personnel's that are arranged in the vehicle comfort level of taking.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention and not to limit the invention.
FIG. 1 schematically illustrates an example of a powertrain suspension system according to an embodiment of the present invention.
FIG. 2 schematically illustrates another example of a powertrain suspension system according to an embodiment of the present invention.
Fig. 3 schematically shows a flow diagram of a damping method according to an embodiment of the invention.
Fig. 4 schematically shows a vibration amplitude of a conventional powertrain suspension system, and a vibration amplitude of a powertrain suspension system according to an embodiment of the present invention as a function of the engine speed.
FIG. 5 schematically illustrates operation of a powertrain suspension system according to an embodiment of the present invention.
Detailed Description
The following detailed description of the embodiments of the present invention will be provided with reference to the drawings and examples, so that how to apply the technical means to solve the technical problems and achieve the technical effects can be fully understood and implemented. It should be noted that, as long as there is no conflict, the embodiments and the features of the embodiments of the present invention may be combined with each other, and the technical solutions formed are within the scope of the present invention.
In order to solve the technical problems that the existing power assembly suspension system is resonant and vibration isolation effect and bearing capacity cannot be considered at the same time, the invention provides a power assembly suspension system, a vibration reduction method and a vehicle.
FIG. 1 schematically illustrates an example of a powertrain suspension system according to an embodiment of the present invention. As shown in fig. 1, the system 10 includes: rubber mount 101, electrically controlled damping device 102 and a controller (not shown in the figure).
The rubber mount 101 is located between the bracket 11 and the frame 12 of the engine, and one side of the rubber mount is fixedly connected with the bracket 11 of the engine, and the other side of the rubber mount is fixedly connected with the frame 12, so that the rubber mount is used for generating elastic force opposite to the vibration direction of the engine when being extruded or stretched, and plays a role in shock absorption.
The electronic control damping device 102 is located between the bracket 11 and the frame 12 of the engine, a base of the electronic control damping device 102 is fixedly connected with the frame 12, and the electronic control damping device 102 is electrically connected with the controller and used for outputting or stopping outputting damping force for improving modal frequency of a power assembly suspension system and reducing vibration of the engine under the control of the controller.
As an embodiment, as shown in fig. 1, the electronically controlled damping device 102 may be disposed inside the rubber mount 101, i.e. the electronically controlled damping device 102 is embedded in the rubber mount 101.
As another implementation, FIG. 2 schematically illustrates another example of a powertrain suspension system according to an embodiment of the present disclosure. As shown in fig. 2, the system 20 includes: rubber mount 201, electrically controlled damping device 202 and a controller (not shown in the figure).
The rubber suspension 201 is located between the bracket 21 and the frame 22 of the engine, one side of the rubber suspension is fixedly connected with the bracket 21 of the engine, and the other side of the rubber suspension is fixedly connected with the frame 22, and the rubber suspension is used for generating elastic force opposite to the vibration direction of the engine when being extruded or stretched, so that the rubber suspension plays a role in shock absorption.
The electronic control damping device 202 is located between the bracket 21 and the frame 22 of the engine, the base of the electronic control damping device 202 is fixedly connected with the frame 22, and the electronic control damping device 202 is electrically connected with the controller and used for outputting or stopping outputting damping force for improving the modal frequency of a power assembly suspension system and reducing the vibration of the engine under the control of the controller.
Unlike the powertrain suspension system shown in fig. 1, the electronically controlled damping device 202 in the powertrain suspension system shown in fig. 2 may be disposed outside the rubber suspension 201, i.e., the electronically controlled damping device 202 is externally disposed on the rubber suspension 201.
Table 1 schematically illustrates control strategies at various engine states of a powertrain suspension system according to an embodiment of the present invention. Fig. 3 schematically shows a flow diagram of a damping method according to an embodiment of the invention. The powertrain suspension system and the vibration damping method according to the embodiment of the present invention will be described in detail with reference to table 1 and fig. 3.
TABLE 1
As shown in table 1 and fig. 3, in the embodiment of the present invention, the controller is configured to monitor a start process and a stop process of the engine, and control the electronically controlled damping device to output the damping force during the start process and the stop process of the engine, so that a modal frequency of the powertrain mount system during the start process or the stop process of the engine is greater than a maximum value of an excitation frequency of the engine, thereby avoiding resonance.
For ease of understanding, the modal frequencies of the powertrain suspension system, the engine excitation frequencies, and the principles that achieve resonance avoidance are described below with respect to embodiments of the present invention.
Modal frequency of powertrain suspension system: which may also be referred to as the natural frequency of the powertrain suspension system, is an inherent property of the powertrain suspension system. The magnitude of the modal frequency of the powertrain suspension system mainly depends on the dynamic stiffness of the weight member (the powertrain mass) and the elastic member (both rubber and damping affect the dynamic stiffness).
Engine excitation frequency: the inertia part in the cylinder generates excitation once and the ignition also generates excitation once when the engine rotates one circle, so the excitation source of the engine has ignition impact and inertia part movement, but the excitation frequency of the engine is related to the rotating speed, and the excitation frequency is higher when the rotating speed is higher.
The frequency avoiding mechanism in the ignition and flameout processes is as follows: the traditional power assembly suspension system only provides dynamic stiffness by rubber, and the modal frequency of the system is lower than the maximum value of the engine excitation frequency, wherein the maximum value of the engine excitation frequency can also be called the idling engine excitation frequency. During engine start and stop, as the engine speed changes, for example, the engine excitation frequency increases from the minimum value of the engine excitation frequency to the maximum value of the engine excitation frequency during start (ignition) of the engine, or the engine excitation frequency decreases from the maximum value of the engine excitation frequency to the minimum value of the engine excitation frequency during stop of the engine, while the modal frequency of the conventional powertrain suspension system is a value between the minimum value and the maximum value of the engine excitation frequency, and thus, a moment when the engine excitation frequency is equal to the modal frequency of the powertrain suspension system occurs during increase and decrease of the engine excitation frequency, which may cause resonance. In contrast, after the electronic control damping device is added, the electronic control damping device and the rubber suspension provide dynamic stiffness together, the modal frequency of the system can be increased to be higher than the maximum value of the excitation frequency of the engine, and the frequency avoidance in the starting and stopping process is realized.
Fig. 4 schematically shows a vibration amplitude of a conventional powertrain suspension system, and a vibration amplitude of a powertrain suspension system according to an embodiment of the present invention as a function of the engine speed. For the conventional powertrain suspension system, during the starting process and the flameout process of the engine, as the engine speed increases, the engine excitation frequency gradually changes from the initial modal frequency smaller than that of the powertrain suspension system to the modal frequency larger than that of the powertrain suspension system. In the process from being lower than the modal frequency of a power assembly suspension system to being higher than the modal frequency of the power assembly suspension system, the moment when the engine excitation frequency is equal to the modal frequency of the existing power assembly suspension system occurs, resonance is generated at the moment, and large jitter is generated. As shown in fig. 4, during the start-up process and the shut-down process of the engine, the vibration amplitude curve of the conventional powertrain suspension system suddenly rises due to resonance, which indicates that the conventional powertrain suspension system generates large vibration.
In order to avoid the occurrence of resonance, the embodiment of the present invention preferably opens the electronically controlled damping device, so that the electronically controlled damping device outputs the damping force. Under the combined action of the damping force and the rubber suspension, the dynamic stiffness of an elastic part of the power assembly suspension system is improved, and further the modal frequency of the power assembly suspension system is improved, so that in the starting process and the flameout process of an engine, the modal frequency of the power assembly suspension system is greater than the maximum value of the excitation frequency of the engine, the condition that the excitation frequency of the engine is equal to the modal frequency of the power assembly suspension system is avoided, and resonance is avoided. As shown in fig. 4, in the starting process and the flameout process of the engine, the vibration amplitude of the powertrain suspension system of the embodiment of the present invention is small and gentle, and no sudden rise occurs, which illustrates that the powertrain suspension system of the embodiment of the present invention can avoid resonance in the starting process and the flameout process.
Returning to table 1 and fig. 3, in order to achieve both the vibration isolation effect and the load-bearing capacity, the embodiment of the present invention is preferably provided with a "first mode" and a "second mode" that can be selected by a driver. Specifically, for example, a control switch of "first mode" and "second mode" is provided in the vehicle interior (e.g., a cab), and the "first mode" or the "second mode" is selectively executed by a driver by a touch or other means.
For ease of understanding, the first mode is referred to as the reliability mode, and may also be referred to simply as the reliability mode. The second mode is referred to as comfort mode, which may also be referred to simply as comfort mode.
FIG. 5 schematically illustrates operation of a powertrain suspension system according to an embodiment of the present invention. As shown in fig. 5, specifically, for example, when the vehicle is in a stationary state or in a state of traveling on a good road, the driver selects execution of the second mode (comfort mode). At the moment, the controller receives an instruction for executing the second mode, judges whether the electronic control damping device outputs the damping force or not when receiving the instruction for executing the second mode, and controls the electronic control damping device to stop outputting the damping force when judging that the electronic control damping device outputs the damping force.
It can be understood that when the controller receives an instruction for executing the second mode, the controller firstly judges whether the electronic control damping device is in an opening state, and if the electronic control damping device is in the opening state, the electronic control damping device is closed; if the electrically controlled damping device is not in an open state, i.e. in a closed state, no treatment is performed.
In the case of the second mode, only the rubber mount is active and the electronically controlled damping device does not output a damping force. It will also be appreciated that in the case of the second mode, the electronically controlled damping device is not in contact with the mount of the engine, so that vibrations generated by the engine are not transmitted to the frame with the electronically controlled damping device. Because the rubber suspension is softer, rigidity is little, can avoid the support and the frame support of engine to be in rigid connection to make the transmission of the very little degree of vibration of engine to the frame, make the frame receive the influence of engine less, improve the vibration isolation effect, improve the personnel's that are arranged in the vehicle comfort level of taking.
For example, when the vehicle is in a state of traveling on a bumpy road, the driver selects the execution of the first mode (reliability mode). At the moment, the controller receives a command for executing the first mode, and when the command for executing the first mode is received, the controller controls the electronic control damping device to output damping force.
Under the condition of a first mode, the electric control damping device and the rubber suspension act together, the electric control damping device outputs damping force, and the rubber suspension outputs elastic force, so that the collision limiting phenomenon caused by small rigidity of the rubber suspension when a vehicle is in a bumpy road section is avoided.
Preferably, the controller is an engine control module ECM and the electronically controlled damping device is an electronically controlled adjustable damper. Of course, the controller and the electrically controlled damping device may also be other devices capable of realizing corresponding functions, and the invention is not limited thereto.
Taking the ECM and the electronically controlled adjustable damper as an example, how to control the electronically controlled damping device to output the damping force and how to control the electronically controlled damping device to stop outputting the damping force will be described below.
Specifically, an ECM issues a command to the electrically-controlled adjustable damper to control the opening of an internal damping valve hole of the electrically-controlled adjustable damper. When the damping valve hole is fully opened, the damper does not output no damping force, and the power assembly suspension system only has the function of rubber elastic force; when the damping valve is closed, the damper outputs damping force, and the damping force and the elastic force of the power assembly suspension system act synchronously.
It can be understood that when the ECM issues an opening instruction to the electrically-controlled adjustable damper, a damping valve hole of the electrically-controlled adjustable damper is closed, and the damping valve hole slows down the telescopic motion of a guide rod of the electrically-controlled damping device; when the ECM issues a closing instruction to the electric control adjustable damper, a damping valve hole of the electric control adjustable damper is in a full-open state, and the damping valve hole does not limit the telescopic motion of a guide rod of the electric control damping device.
Preferably, the opening degree of the electrically-controlled adjustable damper is automatically controlled by the controller during the starting process and the flameout process of the engine, and cannot be manually adjusted through the control switches of the first mode and the second mode.
Accordingly, embodiments of the present invention provide a vehicle including the powertrain suspension system described above.
In summary, embodiments of the present invention provide a powertrain suspension system, a vibration damping method and a vehicle, wherein an electronically controlled damping device is controlled to apply a damping force, so that a modal frequency of the powertrain suspension system during a starting process or a flameout process of an engine is greater than a maximum value of an excitation frequency of the engine, thereby avoiding resonance during the starting process and the flameout process, and reducing a shake of the engine during the starting process or the flameout process.
Furthermore, the embodiment of the invention controls whether the electric control damping device applies the damping force or not through different control modes, thereby realizing the vibration isolation effect and the bearing capacity.
Specifically, under the condition of the first mode, the electronic control damping device and the rubber suspension act together, the electronic control damping device outputs damping force, and the rubber suspension outputs elastic force, so that the collision limiting phenomenon caused by small rigidity of the rubber suspension when a vehicle is in a bumpy road section is avoided.
Specifically, in the case of the second mode, only the rubber mount is active, and the electronically controlled damping device does not output a damping force. Because the rubber suspension is softer, rigidity is little, can avoid the support of engine and frame support to take place rigid connection to make the very little vibration transmission of engine give the frame, make the frame receive the influence of engine less, improve the vibration isolation effect, improve the personnel's that are arranged in the vehicle comfort level of taking.
Those skilled in the art will appreciate that the modules or steps of the invention described above can be implemented in a general purpose computing device, centralized on a single computing device or distributed across a network of computing devices, and optionally implemented in program code that is executable by a computing device, such that the modules or steps are stored in a memory device and executed by a computing device, fabricated separately into integrated circuit modules, or fabricated as a single integrated circuit module. Thus, the present invention is not limited to any specific combination of hardware and software.
Although the embodiments of the present invention have been described above, the above description is only for the convenience of understanding the present invention, and is not intended to limit the present invention. It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (10)
1. A powertrain suspension system, characterized in that it is applied to a vehicle, comprising a controller, and a rubber suspension and an electrically controlled damping device both arranged between a bracket of an engine of the vehicle and a frame of the vehicle, wherein:
the controller is connected with the electric control damping device and used for controlling the electric control damping device to output or stop outputting damping force which is used for improving the modal frequency of the power assembly suspension system and reducing the vibration of the engine.
2. The system of claim 1, wherein the controller is specifically configured to:
monitoring a start-up process and a shut-down process of the engine;
and controlling the electronic control damping device to output the damping force during the starting process and the flameout process, so that the modal frequency of the power assembly suspension system is larger than the maximum value of the excitation frequency of the engine.
3. The system of claim 1, wherein the controller is specifically configured to:
receiving an instruction to execute a first mode;
and when receiving an instruction for executing the first mode, controlling the electronic control damping device to output the damping force.
4. The system of claim 1, wherein the controller is specifically configured to:
receiving an instruction to execute a second mode;
when receiving an instruction to execute the second mode, judging whether the electrically controlled damping device outputs the damping force,
and when the electronic control damping device is judged to output the damping force, controlling the electronic control damping device to stop outputting the damping force.
5. The system of claim 4, wherein the electronically controlled damping device comprises an electronically controlled adjustable damper and the controller comprises an engine control module.
6. The system of claim 5, wherein controlling the electronically controlled damping device to output the damping force comprises:
and controlling the opening of a damping valve hole of the electronic control damping device, so that the damping valve hole can slow down the telescopic motion of a guide rod of the electronic control damping device.
7. The system of claim 6, wherein controlling the electronically controlled damping device to stop outputting the damping force comprises:
and controlling the damping valve hole to be in a full-open state, so that the damping valve hole does not limit the telescopic motion of the guide rod of the electric control damping device.
8. The system of claim 1, wherein the electronically controlled damping device is disposed inside or outside the rubber suspension.
9. A vibration damping method, characterized in that it is applied to a vehicle, comprising:
arranging a rubber suspension and an electric control damping device between a bracket of an engine of the vehicle and a frame of the vehicle;
judging whether a first preset condition is met, and controlling the electronic control damping device to output damping force for improving the modal frequency of the power assembly suspension system and reducing the vibration of the engine when the first preset condition is met; and
and judging whether a second preset condition is met, and controlling the electronic control damping device to stop outputting damping force for improving the modal frequency of the power assembly suspension system and reducing the vibration of the engine when the second preset condition is met.
10. A vehicle comprising the powertrain suspension system of any of claims 1-8.
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| CN202010054861.3A CN113135188B (en) | 2020-01-17 | 2020-01-17 | Power assembly suspension system, vibration reduction method and vehicle |
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