CN113619342A - Intermediate frequency anti-resonance frequency adjustable three-level vibration reduction passive suspension and working method thereof - Google Patents

Intermediate frequency anti-resonance frequency adjustable three-level vibration reduction passive suspension and working method thereof Download PDF

Info

Publication number
CN113619342A
CN113619342A CN202110650738.2A CN202110650738A CN113619342A CN 113619342 A CN113619342 A CN 113619342A CN 202110650738 A CN202110650738 A CN 202110650738A CN 113619342 A CN113619342 A CN 113619342A
Authority
CN
China
Prior art keywords
mass
suspension
resonance
vibration
frequency
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
CN202110650738.2A
Other languages
Chinese (zh)
Other versions
CN113619342B (en
Inventor
陈士安
吴佳睿
陈勰文
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.)
Xianteng Automotive Technology Nanjing Co ltd
Original Assignee
Xianteng Automotive Technology Nanjing Co ltd
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 Xianteng Automotive Technology Nanjing Co ltd filed Critical Xianteng Automotive Technology Nanjing Co ltd
Priority to CN202110650738.2A priority Critical patent/CN113619342B/en
Publication of CN113619342A publication Critical patent/CN113619342A/en
Application granted granted Critical
Publication of CN113619342B publication Critical patent/CN113619342B/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
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/26—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs
    • B60G11/27—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs wherein the fluid is a gas
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
    • B60G13/02—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally
    • B60G13/06—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally of fluid type
    • B60G13/08—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally of fluid type hydraulic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
    • B60G15/08—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having fluid spring
    • B60G15/12—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having fluid spring and fluid damper
    • 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
    • B60G17/052—Pneumatic spring characteristics
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/15—Fluid spring
    • B60G2202/152—Pneumatic spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/20—Type of damper
    • B60G2202/24—Fluid damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/20—Spring action or springs
    • B60G2500/22—Spring constant
    • 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)
  • Vibration Prevention Devices (AREA)

Abstract

The invention discloses a three-stage vibration reduction passive suspension with adjustable intermediate frequency anti-resonance frequency and a working method thereof in the field of automobiles, which are sequentially formed by connecting a traditional vibration reduction structure, a third suspension mass, an intermediate frequency anti-resonance vibration reduction structure with adjustable frequency, a fourth suspension mass and a low frequency anti-resonance vibration reduction structure in series from bottom to top, wherein the three-stage vibration reduction structure respectively performs frequency division damping on high-frequency vibration, intermediate frequency vibration and low-frequency vibration which are transmitted to an automobile body from an uneven road surface through wheels and a suspension, so that the vibration reduction effect of the suspension is improved, acceleration is generated by the third suspension mass and the fourth suspension mass, and vibration energy between the suspensions is greatly absorbed under the input of the same road surface unevenness, so that the vibration acceleration effect of the sprung mass is further reduced; the rigidity of the medium-frequency anti-resonance vibration damping structure is set to be adjustable, the dynamic deflection of the suspension under the working condition of large load is reduced, the anti-resonance frequency of the medium-frequency anti-resonance vibration damping structure is reduced, and the sprung mass acceleration under the working condition of small load is reduced.

Description

Intermediate frequency anti-resonance frequency adjustable three-level vibration reduction passive suspension and working method thereof
Technical Field
The invention belongs to the field of automobiles, and relates to a suspension structure of an automobile, which can effectively control automobile vibration.
Background
The suspension is an important structural component of the automobile, and has important influence on the driving smoothness and the steering stability of the automobile. According to the working capacity of a suspension actuator, the suspension can be divided into a passive suspension, an active suspension and a semi-active suspension. Besides the actuator, the active suspension and the semi-active suspension also need to include a sensor and a controller to form a feedback control system, so the system complexity and the manufacturing cost are high, and no active suspension and semi-active suspension capable of real-time control exist at present. Currently, the passive suspension mainly adopts different elastic elements, damping elements, inertia-capacitance elements and the like so as to obtain better comprehensive performance of the suspension than the traditional passive suspension adopting the elastic and damping elements. If the inerter element is adopted, the suspension generally adopts a two-stage or more vibration reduction configuration, and the existing common two-stage vibration reduction configuration (such as a document: a passive skyhook damping suspension system based on an inerter-spring-damping structure system, reported in agricultural machinery, volume 10: 1-14+9 in 2013, namely a traditional vibration reduction structure formed by connecting a first stage of spring element and damping element in parallel and an anti-resonance vibration reduction structure formed by connecting the spring element, the damping element and the inerter element in parallel are sequentially connected in series between an unsprung mass and a sprung mass. Although various secondary or above damping suspension configurations are designed in order to improve the working effect of the suspension with the secondary damping configuration (such as three-element inertia-spring anti-resonance vibration isolator vibration isolation characteristic analysis, Harbin engineering university proceedings (network first-issue paper) 2021, https:// kns. cnki. net/kcms/detail/23.1390.U.20210324.0941.002.html), the improvement of the comprehensive performance of the suspension is not obvious compared with the passive suspension only adopting a one-stage traditional damping structure, and the suspension has poor adaptability to the loading condition of an automobile, so the suspension with the secondary or above damping configuration is not popularized.
Disclosure of Invention
The invention aims to solve the problem that the comprehensive performance of the conventional secondary vibration-damping passive suspension is not obviously improved, provides a three-level vibration-damping passive suspension structure with adjustable intermediate frequency anti-resonance frequency, and provides a working method of the suspension, wherein the traditional vibration-damping structure, the third suspension mass, the intermediate frequency anti-resonance vibration-damping structure, the fourth suspension mass and the low frequency anti-resonance vibration-damping structure are sequentially arranged between the unsprung mass (namely the first suspension mass) and the sprung mass (namely the second suspension mass), so that the vibration acceleration of the sprung mass is greatly reduced under the condition of input of the same road surface irregularity; in addition, according to different automobile load states, the intermediate frequency anti-resonance frequency is adjusted, and the adaptability of the suspension to the automobile load change is improved.
The invention discloses a three-level vibration reduction passive suspension with adjustable intermediate frequency anti-resonance frequency, which adopts the technical scheme that: the damping device is arranged between a wheel and an upper vehicle body and sequentially comprises a traditional damping structure, a suspension third mass, a medium-frequency anti-resonance damping structure, a suspension fourth mass and a low-frequency anti-resonance damping structure from bottom to top in series, wherein the lower part of the traditional damping structure is fixedly connected with the wheel, the upper part of the traditional damping structure is fixedly connected with the lower part of the suspension third mass, the upper part of the suspension third mass is connected with the lower part of the medium-frequency anti-resonance damping structure, the upper part of the medium-frequency anti-resonance damping structure is fixedly connected with the lower part of the suspension fourth mass, the upper part of the suspension fourth mass is fixedly connected with the lower part of the low-frequency anti-resonance damping structure, and the upper part of the low-frequency anti-resonance damping structure is fixedly connected with the vehicle body; the natural vibration frequency of the low-frequency anti-resonance vibration attenuation structure is [1-2.5) Hz, and the natural vibration frequency of the medium-frequency anti-resonance vibration attenuation structure is located between the natural vibration frequency of the vehicle body and the natural vibration frequency of the wheels.
Furthermore, the traditional vibration reduction structure is formed by connecting a first spiral spring and a first vibration absorber in parallel, the medium-frequency anti-resonance vibration reduction structure is formed by connecting a rigidity-adjustable air spring, a second vibration absorber and a first inertial container in parallel, and the low-frequency anti-resonance vibration reduction structure is formed by connecting a second spiral spring, a third vibration absorber and a second inertial container in parallel.
Furthermore, the traditional vibration reduction structure consists of a first oil cylinder, a first piston rod, a first throttle valve and a first energy accumulator, wherein the bottom of the first oil cylinder faces upwards, the piston end of the first piston rod extends into the first oil cylinder to divide the first oil cylinder into an upper cavity and a lower cavity, the upper cavity of the first oil cylinder is sequentially connected with the first throttle valve and the first energy accumulator in series through a hydraulic pipeline, and the rod end of the first piston rod extends downwards out of the first oil cylinder and is fixedly connected with wheels; the medium-frequency anti-resonance vibration reduction structure consists of a second oil cylinder, a second piston rod, a first inerter helix tube, a second throttle valve, a second energy accumulator, an electromagnetic valve and a third energy accumulator, wherein the bottom of the second oil cylinder faces downwards and is fixedly connected with the bottom of the first oil cylinder coaxially, the piston end of the second piston rod extends into the second oil cylinder to divide the second oil cylinder into an upper cavity and a lower cavity, the lower cavity of the second oil cylinder is sequentially connected with the first inerter helix tube, the second throttle valve, the second energy accumulator, the electromagnetic valve and the third energy accumulator in series through a hydraulic pipeline, the rod end of the second piston rod extends upwards out of the second oil cylinder and is fixedly connected with a fourth mass of a suspension, and the outer parts of the first oil cylinder and the second oil cylinder are fixedly connected with a third mass of the suspension; the low-frequency anti-resonance vibration reduction structure is composed of a third oil cylinder, a third piston rod, a second inerter spiral pipe, a third throttle valve and a fourth energy accumulator, wherein the bottom of the third oil cylinder faces upwards and is fixedly connected with a vehicle body, the piston end of the third piston rod extends into the third oil cylinder to divide the third oil cylinder into an upper cavity and a lower cavity, the rod end of the third piston rod extends downwards out of the third oil cylinder and is fixedly connected with a fourth mass of a suspension, and the upper cavity of the third oil cylinder is sequentially connected with the second inerter spiral pipe, the third throttle valve and the fourth energy accumulator in series through a hydraulic pipeline.
The working method of the three-level vibration reduction passive suspension with the adjustable intermediate frequency anti-resonance frequency adopts the technical scheme that: setting the stiffness of the low frequency anti-resonance damping structure equal to the full load mass of the vehicle (75-85)
Figure BDA0003111522360000031
The damping of the traditional vibration damping structure, the damping of the medium-frequency anti-resonance vibration damping structure and the damping of the low-frequency anti-resonance vibration damping structure are respectively 2.5 to 3.5 times, 2.5 to 3.5 times and 7 to 9 times of the full load mass of the automobile, and the natural frequency f20Taking 1-1.5; when the vehicle load is greater than or equal to 0.5 times the rated load, the medium frequency anti-resonance vibration damping structure provides a mass equal to the full load of the vehicle (150-
Figure BDA0003111522360000032
A greater stiffness; when the automobile load is less than 0.5 times of the rated load, the medium-frequency anti-resonance vibration damping structure provides the mass equal to the full load of the automobile (50-70)
Figure BDA0003111522360000033
Double the lower stiffness.
The working method of the three-level vibration reduction passive suspension with the adjustable intermediate frequency anti-resonance frequency adopts the technical scheme that: setting the inerter value of the first inerter to be 0.08-0.12 times of the full load mass of the automobile, setting the inerter value of the second inerter to be 0.8-1.2 times of the full load mass of the automobile, setting the rigidity of the first helical spring to be the full load mass of the automobile (150-
Figure BDA0003111522360000034
The rigidity of the second spiral spring is equal to the automobile full load mass (75-85)
Figure BDA0003111522360000035
The damping of the first shock absorber, the second shock absorber and the third shock absorber is respectively 2.5-3.5 times, 2.5-3.5 times and 7-9 times of the full load mass of the automobile, and the natural frequency f20Taking 1-1.5; when the automobile load is greater than or equal to 0.5 times of rated load, the rigidity of the rigidity-adjustable air spring is adjusted to the full load mass of the automobile (150-
Figure BDA0003111522360000036
The working state of the double larger rigidity is that when the automobile load is less than 0.5 times of the rated load, the rigidity of the rigidity adjustable air spring is adjusted to be that of the automobile full load mass (50-70)
Figure BDA0003111522360000037
Double lower stiffness operating conditions.
The working method of the three-level vibration reduction passive suspension with the adjustable intermediate frequency anti-resonance frequency adopts the technical scheme that: setting the damping of a first throttle valve to be in a fixed opening state of 2.5-3.5 times of the full-load mass of the automobile, setting the damping of a second throttle valve to be in a fixed opening state of 2.5-3.5 times of the full-load mass of the automobile, and setting the damping of a third throttle valve to be in a fixed opening state of 7-9 times of the full-load mass of the automobile; when the automobile load is greater than or equal to 0.5 times of rated load, the electromagnetic valve is closed, and the second energy accumulator provides rigidity for the medium-frequency anti-resonance vibration reduction structure; when the load of the automobile is less than 0.5 times of the rated load, the electromagnetic valve is opened, and the second energy accumulator and the third energy accumulator provide rigidity for the medium-frequency anti-resonance vibration reduction structure
After the technical scheme is adopted, the invention has the beneficial effects that:
1. according to the invention, the three-stage damping structure of the traditional damping structure, the medium-frequency anti-resonance damping structure and the low-frequency anti-resonance damping structure is arranged between the unsprung mass and the sprung mass, so that high-frequency vibration, medium-frequency vibration and low-frequency vibration transmitted to a vehicle body from an uneven road surface through wheels and a suspension are subjected to sub-band damping, and the damping effect of the suspension is improved.
2. The invention sets the third mass of the suspension except the unsprung mass and the sprung mass between the traditional vibration damping structure and the intermediate frequency antiresonance vibration damping structure, sets the fourth mass of the suspension between the intermediate frequency antiresonance vibration damping structure and the low frequency antiresonance vibration damping structure, and forms a four-mass vibration structure with the existing unsprung mass and the sprung mass, and the third mass of the suspension and the fourth mass of the suspension generate acceleration in the working process of the suspension, and under the input of the same road surface roughness, the vibration energy between the suspensions is greatly absorbed, thereby playing the effect of further reducing the vibration acceleration of the sprung mass.
3. The rigidity of the medium-frequency anti-resonance vibration reduction structure is set to be adjustable, so that the rigidity and anti-resonance vibration reduction frequency of the medium-frequency anti-resonance vibration reduction structure can be adjusted, when the automobile load is greater than or equal to 0.5 time of the rated load, the medium-frequency anti-resonance vibration reduction structure provides higher rigidity to reduce the dynamic deflection of the suspension under the working condition of large load, and when the automobile load is less than 0.5 time of the rated load, the medium-frequency anti-resonance vibration reduction structure provides lower rigidity to reduce the anti-resonance frequency of the medium-frequency anti-resonance vibration reduction structure to reduce the sprung mass acceleration under the working condition of small load.
Drawings
FIG. 1 is a schematic structural diagram of a three-level vibration damping passive suspension with adjustable intermediate frequency anti-resonance frequency according to the invention;
FIG. 2 is a schematic view of the suspension shown in FIG. 1, each of which is constructed from a combination of individual components;
FIG. 3 is a schematic diagram of the structure of the suspension shown in FIG. 1, in which all the suspensions adopt an integrated extended cylinder-spring type accumulator combination;
FIG. 4 is a functional schematic diagram of the suspension shown in FIG. 1;
FIG. 5 is a schematic diagram of the operation of a prior art two-stage damping suspension;
in the figure: 1. a vehicle body; 2. a low-frequency anti-resonance vibration reduction structure; 3. a suspension fourth mass; 4. a medium-frequency anti-resonance vibration reduction structure; 5. a suspended third mass; 6. a traditional vibration reduction structure; 7. a wheel; 8. a second coil spring; 9. a second inerter; 10. an adjustable stiffness air spring; 11. a first coil spring; 12. a first shock absorber; 13. a second shock absorber; 14. a first inerter; 15. a third damper; 16, a third oil cylinder; 17. a third piston rod; 18. a second piston rod; 19. a first accumulator; 20. a first throttle valve; 21. a first piston rod; 22. a first cylinder; 23. a fixed connection device; 24. a first inerter coil; 25. a second throttle valve; 26. an electromagnetic valve; 27. a third accumulator; 28. a second accumulator; 29. a second cylinder; 30. a fourth accumulator; 31. a third throttle valve; 32. a second inerter tube;
m1the mass of the wheel 7; m is2The mass of the vehicle body 1; m ise1Inertia capacity of the intermediate frequency anti-resonance vibration reduction structure; m ise2Inertia capacity of the low-frequency anti-resonance vibration damping structure; m isc1Suspending the mass of the third mass 5; m isc2Suspending the mass of the fourth mass 3; k is a radical of1Equivalent stiffness of the wheel 7; k is a radical of2Stiffness of the low frequency anti-resonance vibration damping structure; k is a radical ofc1The stiffness of a conventional damping structure; k is a radical ofc2The stiffness of the intermediate frequency anti-resonance vibration reduction structure; c. C2Damping of the low frequency anti-resonance vibration damping structure; c. Cc1Damping of conventional vibration damping structures; c. Cc2Damping of the intermediate frequency anti-resonance vibration reduction structure; q. vertical input of uneven road surface; z is a radical of1Vertical displacement of the wheel 7, z2Vertical displacement of the vehicle body 1; z is a radical ofcAnti-resonance vibration reduction structure and conventional vibration reductionVertical displacement at the junction of the vibrating structure; z is a radical ofc1Suspension vertical displacement of the third mass 5; z is a radical ofc2Vertical displacement of the lower end of the low frequency anti-resonance vibration reduction structure.
Detailed Description
As shown in fig. 1, the three-stage vibration-damping passive suspension with adjustable intermediate frequency anti-resonance frequency is installed between a wheel 7 and a vehicle body 1 above the wheel 7, and is formed by connecting a traditional vibration-damping structure 6, a suspension third mass 5, an intermediate frequency anti-resonance vibration-damping structure 4 with adjustable frequency, a suspension fourth mass 3 and a low frequency anti-resonance vibration-damping structure 2 in series from bottom to top. Wherein, the lower part of the traditional vibration damping structure 6 is fixedly connected with a wheel 7, and the upper part thereof is fixedly connected with the lower part of the third mass 5 of the suspension; the lower part of the third suspension mass 5 is fixedly connected with the upper part of a traditional vibration reduction structure 6, and the upper part of the third suspension mass 5 is connected with the lower part of the medium-frequency anti-resonance vibration reduction structure 4; the lower part of the intermediate frequency anti-resonance vibration reduction structure 4 is fixedly connected with the upper part of the third mass 5 of the suspension, and the upper part of the intermediate frequency anti-resonance vibration reduction structure is fixedly connected with the lower part of the fourth mass 3 of the suspension; the lower part of the fourth suspension mass 3 is fixedly connected with the upper part of the intermediate frequency anti-resonance vibration reduction structure 4, and the upper part of the fourth suspension mass 3 is fixedly connected with the lower part of the low frequency anti-resonance vibration reduction structure 2; the lower part of the low-frequency anti-resonance vibration reduction structure 2 is fixedly connected with the upper part of a suspension fourth mass 3, and the upper part of the low-frequency anti-resonance vibration reduction structure is fixedly connected with the vehicle body 1.
The natural frequency of vibration of the wheel 7 is generally 10-20]The vibration with the natural frequency of the vibration between the high-frequency vibration and the low-frequency vibration of the suspension in the range of [2.5-10) Hz is called medium-frequency vibration, and the natural frequency of the medium-frequency vibration is between the natural frequency of the vibration of the vehicle body 1 and the natural frequency of the vibration of the wheel 7, namely the rigidity k of the medium-frequency anti-resonance vibration damping structure 4 is called high-frequency vibrationc2And inertia capacity me1According to the formula
Figure BDA0003111522360000061
The calculated value lies between [2.5-10 ], and the stiffness k of the low-frequency antiresonance vibration-damping structure 2 according to the invention is used2And inertia capacity me2According to the formula
Figure BDA0003111522360000062
The calculated values lie between [ 1-2.5). And a suspension third mass 5 except a non-sprung mass and a sprung mass is arranged between the traditional damping structure 6 and the medium-frequency antiresonance damping structure 4, and a suspension fourth mass 3 is arranged between the medium-frequency antiresonance damping structure 4 and the low-frequency antiresonance damping structure 2, so that the suspension fourth mass and the existing unsprung mass and the sprung mass form four-mass vibration.
The positions of the intermediate frequency anti-resonance vibration reduction structure 4 and the low frequency anti-resonance vibration reduction structure 2 between the third suspension mass 5 and the vehicle body 1 can be exchanged, namely, the upper part of the third suspension mass 5 can be sequentially connected with the low frequency anti-resonance vibration reduction structure 2, the fourth suspension mass 3, the intermediate frequency anti-resonance vibration reduction structure 4 and the vehicle body 1 from bottom to top.
The third and fourth suspension masses 5, 3 are arranged as large as possible according to the installation space of the suspension, not more than 2-3 times the mass of the wheel 7, the mass of the third and fourth suspension masses 5, 3 not exceeding a maximum of 2-3 times the mass of the wheel 7, the third suspension mass 5 being preferably arranged as large as possible. The inertia capacity of the intermediate frequency anti-resonance vibration reduction structure 4 is equal to 0.08-0.12 times of the full load mass of the automobile. The inertia capacity of the low-frequency anti-resonance vibration reduction structure 2 is equal to 0.8-1.2 times of the full load mass of the automobile. The rigidity of the conventional damping structure 6 is equal to the full load mass of the automobile (150-
Figure BDA0003111522360000063
The large rigidity value of the medium-frequency anti-resonance vibration damping structure 4 is equal to the full load mass of the automobile (150-
Figure BDA0003111522360000064
The small rigidity of the double and medium frequency anti-resonance vibration damping structure 4 is equal to the full load mass of the automobile (50-70)
Figure BDA0003111522360000065
Multiple times to keep the suspension static deflection of the automobile basically unchanged when the automobile is unloaded and when the automobile is fully loaded, wherein f20For the natural frequency of the vibration of the vehicle body calculated between the vehicle body 1 and the wheel 7 only by the elastic elementThe ratio, or the natural frequency of the vibration of the vehicle body designed according to the traditional primary vibration damping structure, is selected from 1 to 1.5 according to the specific use of the vehicle.
The rigidity of the low-frequency anti-resonance vibration damping structure 2 is equal to the full load mass of the automobile (75-85)
Figure BDA0003111522360000066
And (4) doubling. The damping of the traditional vibration damping structure 6, the damping of the medium-frequency anti-resonance vibration damping structure 4 and the damping of the low-frequency anti-resonance vibration damping structure 2 are respectively 2.5-3.5 times, 2.5-3.5 times and 7-9 times of the full load mass of the automobile.
When the vehicle load is greater than or equal to 0.5 times the rated load, the intermediate frequency antiresonance damping structure 4 provides a mass equal to the full load of the vehicle (150-
Figure BDA0003111522360000067
The double large rigidity is used for reducing the dynamic deflection of the suspension under the working condition of large load; when the automobile load is less than 0.5 times of the rated load, the medium-frequency anti-resonance vibration damping structure 4 provides the mass equal to the full load of the automobile (50-70)
Figure BDA0003111522360000071
The double smaller rigidity reduces the anti-resonance frequency of the medium-frequency anti-resonance vibration reduction structure so as to reduce the sprung mass acceleration under the working condition of small load.
When the automobile load is greater than or equal to the rated load of 0.5, the medium-frequency anti-resonance vibration reduction structure 4 is arranged in a working state with higher rigidity, at the moment that the wheel 7 starts to vibrate upwards when the automobile runs, the automobile body 1 does not move in time, the wheel 7 pushes the third mass 5 of the suspension to move upwards by compressing the traditional vibration reduction structure 6 upwards, so that the third mass 5 of the suspension generates an inertia force, the third mass 5 of the suspension moves upwards to compress the medium-frequency anti-resonance vibration reduction structure 4 to push the fourth mass 3 of the suspension to move upwards, so that the fourth mass 3 of the suspension generates an inertia force, and the fourth mass 3 of the suspension moves upwards to compress the low-frequency anti-resonance vibration reduction structure 2 to push the automobile body 1 to move upwards; during the movement, when the upward vibration of the wheel 7 passes through the traditional vibration reduction structure 6, the rigidity of the traditional vibration reduction structure 6 performs primary vibration isolation on the upward vibration of the wheel 7, and the damping of the traditional vibration reduction structure 6 performs primary vibration reduction on the upward vibration of the wheel 7; when the wheel 7 vibrates upwards through the vibration isolation and vibration reduction of the traditional vibration reduction structure 6 and passes through the third mass 5 of the suspension, the third mass 5 of the suspension absorbs the upward vibration kinetic energy of the wheel 7 for one time; when the wheel 7 after absorbing kinetic energy by the third mass 5 of the suspension passes through the intermediate-frequency anti-resonance vibration attenuation structure 4, the damping of the intermediate-frequency anti-resonance vibration attenuation structure 4 carries out secondary vibration attenuation on the upward vibration of the wheel 7, and the rigidity and the inertia capacity of the intermediate-frequency anti-resonance vibration attenuation structure 4 play a role together to carry out primary intermediate-frequency anti-resonance vibration attenuation on the upward vibration of the wheel 7; when the wheel 7 after being subjected to vibration reduction by the medium-frequency anti-resonance vibration reduction structure 4 and the medium-frequency anti-resonance vibration reduction vibrates upwards and passes through the fourth mass 3 of the suspension, the fourth mass 3 of the suspension absorbs the upward vibration kinetic energy of the wheel 7 for the second time; when the wheel 7 absorbing kinetic energy through the fourth mass 3 of the suspension vibrates upwards and passes through the low-frequency anti-resonance vibration attenuation structure 2, the damping of the low-frequency anti-resonance vibration attenuation structure 2 carries out third vibration attenuation on the upward vibration of the wheel 7, the rigidity and the inertia capacity of the low-frequency anti-resonance vibration attenuation structure 2 jointly act to carry out primary low-frequency anti-resonance vibration attenuation on the upward vibration of the wheel 7, and finally the upward vibration input of the wheel 7 to the vehicle body 1 is greatly attenuated.
When the automobile load is greater than or equal to the rated load of 0.5, the medium-frequency anti-resonance vibration reduction structure 4 is arranged in a working state with larger rigidity, at the moment when the wheel 7 starts to vibrate downwards when the automobile runs, the automobile body 1 does not move too soon, the wheel 7 drives the third mass 5 of the suspension to move downwards by stretching the traditional vibration reduction structure 6 downwards, so that the third mass 5 of the suspension generates an inertia force, the third mass 5 of the suspension moves downwards, the medium-frequency anti-resonance vibration reduction structure 4 is stretched downwards to drive the fourth mass 3 of the suspension to move downwards, so that the fourth mass 3 of the suspension generates an inertia force, and the fourth mass 3 of the suspension moves downwards, the low-frequency anti-resonance vibration reduction structure 2 is stretched downwards to drive the automobile body 2 to move downwards; in the movement process, when the downward vibration of the wheel 7 passes through the traditional vibration damping structure 6, the rigidity of the traditional vibration damping structure 6 performs primary vibration isolation on the downward vibration of the wheel 7, and the damping of the traditional vibration damping structure 6 performs primary vibration damping on the downward vibration of the wheel 7; when the wheel 7 after vibration isolation and vibration reduction by the traditional vibration reduction structure 6 passes through the third mass 5 of the suspension, the third mass 5 of the suspension absorbs the downward vibration kinetic energy of the wheel 7 for one time; when the wheel 7 which absorbs kinetic energy through the third mass 5 of the suspension frame vibrates downwards and passes through the medium-frequency anti-resonance vibration attenuation structure 4, the damping of the medium-frequency anti-resonance vibration attenuation structure 4 carries out secondary vibration attenuation on the downward vibration of the wheel 7, and the rigidity and the inertia capacity of the medium-frequency anti-resonance vibration attenuation structure 4 play a role together to carry out primary medium-frequency anti-resonance vibration attenuation on the downward vibration of the wheel 7; when the wheel 7 subjected to vibration reduction by the medium-frequency anti-resonance vibration reduction structure 4 and vibration reduction by the medium-frequency anti-resonance vibration reduction passes through the fourth mass 3 of the suspension, the fourth mass 3 of the suspension absorbs the downward vibration kinetic energy of the wheel 7 for the second time; when the wheel 7 which absorbs kinetic energy through the fourth mass 3 of the suspension vibrates downwards and passes through the low-frequency anti-resonance vibration attenuation structure 2, the damping of the low-frequency anti-resonance vibration attenuation structure 2 carries out third vibration attenuation on the downward vibration of the wheel 7, the rigidity and the inertia capacity of the low-frequency anti-resonance vibration attenuation structure 2 jointly act to carry out primary low-frequency anti-resonance vibration attenuation on the downward vibration of the wheel 7, and finally the downward vibration input of the downward vibration of the wheel 7 to the vehicle body 1 is greatly attenuated.
When the automobile load is less than 0.5 times of the rated load, the medium-frequency anti-resonance vibration reduction structure 4 is arranged in a working state with smaller rigidity to reduce the anti-resonance frequency of the medium-frequency anti-resonance vibration reduction structure so as to reduce the sprung mass acceleration under the working condition of small load.
As shown in fig. 2, the three-stage vibration damping passive suspension with adjustable intermediate frequency anti-resonance frequency according to the present invention is implemented by using independent components, wherein the conventional vibration damping structure 6 is composed of a first coil spring 11 and a first vibration damper 12 connected in parallel, the lower portion of the conventional vibration damping structure is fixedly connected to the wheel 7, and the upper portion of the conventional vibration damping structure is fixedly connected to the lower portion of the third mass 5 of the suspension. The lower part of the third suspension mass 5 is connected to the upper part of a conventional damping structure 6, and the upper part of the third suspension mass 5 is connected to the lower part of the mid-frequency anti-resonance damping structure 4. The medium-frequency anti-resonance vibration damping structure 4 is formed by connecting a rigidity-adjustable air spring 10, a second vibration damper 13 and a first inertial container 14 in parallel, the lower part of the medium-frequency anti-resonance vibration damping structure is fixedly connected with the upper part of the third mass 5 of the suspension, and the upper part of the medium-frequency anti-resonance vibration damping structure is fixedly connected with the lower part of the fourth mass 3 of the suspension. The lower part of the suspension frame fourth mass 3 is connected with the upper part of the intermediate frequency anti-resonance vibration reduction structure 4, and the upper part of the suspension frame fourth mass 3 is fixedly connected with the lower part of the low frequency anti-resonance vibration reduction structure 2. The low-frequency anti-resonance vibration damping structure 2 is formed by connecting a second spiral spring 8, a third vibration damper 15 and a second inertial container 9 in parallel, the lower part of the low-frequency anti-resonance vibration damping structure is fixedly connected with the upper part of a fourth mass 3 of the suspension, and the upper part of the low-frequency anti-resonance vibration damping structure is fixedly connected with the vehicle body 1.
When the automobile load is greater than or equal to 0.5 times of the rated load, the rigidity-adjustable air spring 10 provides larger rigidity so as to reduce the dynamic deflection of the suspension under the working condition of large load; when the vehicle load is less than 0.5 times the rated load, the adjustable-stiffness air spring 10 provides a smaller stiffness, i.e., the stiffness is adjusted to be the full load mass of the vehicle (50-70)
Figure BDA0003111522360000091
The double working state with smaller rigidity reduces the anti-resonance frequency of the medium-frequency anti-resonance vibration reduction structure 4 so as to reduce the sprung mass acceleration under the working condition of small load.
Keeping the stiffness of the low-frequency anti-resonance damping structure (2) equal to the full load mass of the vehicle (75-85)
Figure BDA0003111522360000092
The times are unchanged, and the inerter value of the first inerter 14 is set to be 0.08-0.12 times of the full load mass of the automobile. The inerter value of the second inerter 19 is 0.8-1.2 times of the full load mass of the automobile. The rigidity of the first spiral spring 11 and the maximum rigidity of the rigidity-adjustable air spring 10 are the automobile full-load mass (150-
Figure BDA0003111522360000093
And (4) doubling. The minimum rigidity of the adjustable-rigidity air spring 10 is determined by keeping the suspension static deflection of the automobile at no load and at full load constant. The rigidity of the second spiral spring 8 is the automobile full load mass (75-85)
Figure BDA0003111522360000094
The damping of the first shock absorber 12, the second shock absorber 13 and the third shock absorber 15 is respectively 2.5-3.5 times, 2.5-3.5 times and 7-9 times of the full load mass of the automobile.
When the automobile load is greater than or equal to that shown in figure 2When the rated load is 0.5, the rigidity-adjustable air spring 10 is adjusted to be in a working state with larger rigidity, namely the rigidity is equal to the full load mass of the automobile (150-)
Figure BDA0003111522360000095
The rigidity is high, at the moment that the wheel 7 begins to vibrate upwards when the automobile runs, the automobile body 1 cannot move in time, the wheel 7 pushes the third mass 5 of the suspension to move upwards by compressing the first spiral spring 11 upwards, so that the third mass 5 of the suspension generates an inertia force, the third mass 5 of the suspension moves upwards to compress the rigidity-adjustable air spring 10, the fourth mass 3 of the suspension is pushed to move upwards, so that the fourth mass 3 of the suspension generates an inertia force, and the fourth mass 3 of the suspension moves upwards to compress the second spiral spring 8 and push the automobile body 1 to move upwards; during the movement, when the upward vibration of the wheel 7 passes through the traditional vibration damping structure 6, the first spiral spring 11 performs first vibration isolation on the upward vibration of the wheel 7, and the first vibration damper 12 performs first vibration damping on the upward vibration of the wheel 7; when the wheel 7 vibrates upwards through the suspension third mass 5 after vibration isolation and vibration reduction of the traditional vibration reduction structure 6, the suspension third mass 5 absorbs the upward vibration kinetic energy of the wheel 7 for one time; when the wheel 7 after absorbing kinetic energy by the third mass 5 of the suspension passes through the intermediate-frequency anti-resonance vibration reduction structure 4, the second vibration absorber 13 performs secondary vibration reduction on the upward vibration of the wheel 7, and the air spring with adjustable rigidity 10 and the first inertia container 14 work together to perform primary intermediate-frequency anti-resonance vibration reduction on the upward vibration of the wheel 7; when the wheel 7 vibrates upwards through the suspension fourth mass 3 after vibration isolation by the medium-frequency anti-resonance vibration attenuation structure 4 and medium-frequency anti-resonance vibration attenuation, the suspension fourth mass 3 absorbs the upward vibration kinetic energy of the wheel 7 for the second time; when the wheel 7 after absorbing kinetic energy by the fourth mass 3 of the suspension frame vibrates upwards and passes through the structure of the low-frequency anti-resonance vibration reduction 2, the third vibration absorber 15 performs third vibration reduction on the upward vibration of the wheel 7, the second spiral spring 8 and the second inertia container 9 act together to perform first low-frequency anti-resonance vibration reduction on the upward vibration of the wheel 7, and finally the upward vibration input of the wheel 7 to the vehicle body 1 is greatly attenuated.
As shown in fig. 2, when the vehicle load is greater than or equal to the rated load of 0.5, the adjustable-stiffness air spring 10 is set in a high-stiffness working state, at the moment when the wheel 7 starts to vibrate downward while the vehicle is running, the vehicle body 1 does not move in time, the wheel 7 drives the third suspension mass 5 to move downward by stretching the first spiral spring 11 downward, so that the third suspension mass 5 generates an inertial force, the third suspension mass 5 moves downward, the adjustable-stiffness air spring 10 stretches the fourth suspension mass 3 downward, so that the fourth suspension mass 3 generates an inertial force, and the fourth suspension mass 3 moves downward, and stretches the second spiral spring 8 downward, so that the vehicle body 1 moves downward; during the movement, when the downward vibration of the wheel 7 passes through the traditional vibration damping structure 6, the first spiral spring 11 performs first vibration isolation on the downward vibration of the wheel 7, and the first vibration damper 12 performs first vibration damping on the downward vibration of the wheel 7; when the wheel 7 after vibration isolation and vibration reduction by the traditional vibration reduction structure 6 passes through the suspension third mass 5, the suspension third mass 5 absorbs the downward vibration kinetic energy of the wheel 7 for one time; when the wheel 7 which absorbs kinetic energy through the third mass 5 of the suspension frame vibrates downwards and passes through the medium-frequency anti-resonance vibration reduction structure 4, the second vibration absorber 13 performs secondary vibration reduction on the downward vibration of the wheel 7, and the air spring 10 with adjustable rigidity and the first inertia container 14 work together to perform primary medium-frequency anti-resonance vibration reduction on the downward vibration of the wheel 7; when the wheel 7 after vibration isolation by the medium-frequency anti-resonance vibration reduction structure 4 and medium-frequency anti-resonance vibration reduction vibrates downwards and passes through the fourth mass 3 of the suspension, the fourth mass 3 of the suspension absorbs the downward vibration kinetic energy of the wheel 7 for the second time; when the wheel 7 which absorbs kinetic energy through the suspension fourth mass 3 vibrates downwards and passes through the low-frequency anti-resonance vibration reduction structure 2, the third vibration absorber 15 performs third vibration reduction on the downward vibration of the wheel 7, the second spiral spring 8 and the second inertia container 9 jointly act to perform primary low-frequency anti-resonance vibration reduction on the downward vibration of the wheel 7, and finally the downward vibration input of the downward vibration of the wheel 7 to the vehicle body 1 is greatly attenuated.
As shown in FIG. 2, the stiffness-adjustable air spring 10 is set to a lower stiffness operating condition, and the stiffness of the stiffness-adjustable air spring 10 is equal to the full load mass of the vehicle (50-70)
Figure BDA0003111522360000111
The working state of the double smaller rigidity provides the medium-frequency anti-resonance vibration reduction structure 4 with smaller rigidity to reduce the anti-resonance frequency of the medium-frequency anti-resonance vibration reduction structure so as to reduce the sprung mass acceleration under the working condition of small load.
As shown in fig. 3, the three-stage vibration damping passive suspension with adjustable intermediate frequency anti-resonance frequency according to the present invention is implemented by using an integrated extended cylinder-spring type accumulator combined structure, wherein the conventional vibration damping structure 6 is composed of a first cylinder 22, a first piston rod 21, a first throttle valve 20, and a first accumulator 19 (taking a spring type accumulator as an example), the bottom of the first cylinder 22 is upward, the piston end of the first piston rod 21 extends into the first cylinder 22, the first cylinder 22 is divided into an upper chamber and a lower chamber, hydraulic oil is stored in the upper chamber, the first throttle valve 20 and the first accumulator 19 are sequentially connected in series through a hydraulic pipeline, the rod end of the first piston rod 21 extends downward out of the first cylinder 22 and is fixedly connected with the wheel 7, and the lower chamber of the first cylinder 22 is communicated with the outside through an air hole.
The intermediate frequency anti-resonance vibration damping structure 4 is composed of a second oil cylinder 29, a second piston rod 18, a first inerter tube 24, a second throttle valve 25, a second energy accumulator 28 (taking a spring type energy accumulator as an example), an electromagnetic valve 26 and a third energy accumulator 27 (taking a spring type energy accumulator as an example). The bottom of the second oil cylinder 29 faces downwards and is fixedly connected with the bottom of the first oil cylinder 22 coaxially to form a whole. The piston end of the second piston rod 18 extends into the second cylinder 29, the second cylinder 29 is divided into an upper chamber and a lower chamber, hydraulic oil is stored in the lower chamber, and the lower chamber is sequentially connected in series with the first inerter solenoid 24, the second throttle valve 25, the second energy accumulator 28, the electromagnetic valve 26 and the third energy accumulator 27 through hydraulic pipelines. The rod end of the second piston rod 18 extends upwards out of the second oil cylinder 29 and is fixedly connected with the fourth mass 3 of the suspension. The upper chamber of the second cylinder 29 communicates with the outside through an air hole.
The outer parts of the first oil cylinder 22 and the second oil cylinder 29 are fixedly connected with a third mass 5 of a suspension, the third mass 5 of the suspension can be a cylindrical structure and is coaxially and fixedly sleeved outside the first oil cylinder 22 and the second oil cylinder 29, and the third mass 5 of the suspension is connected with the first oil cylinder 22 and the second oil cylinder 29 into a whole through a fixed connection device 23.
The low-frequency anti-resonance vibration reduction structure 2 is composed of a third oil cylinder 16, a third piston rod 17, a second inerter-tube 32, a third throttle valve 31 and a fourth energy accumulator 30 (taking a spring-type energy accumulator as an example). The third oil cylinder 16 is vertically arranged up and down, the bottom of the third oil cylinder is upward and is fixedly connected with the vehicle body 1, the piston end of a third piston rod 17 extends into the third oil cylinder 16 to divide the third oil cylinder 16 into an upper chamber and a lower chamber, and the rod end of the third piston rod 17 vertically extends downwards out of the third oil cylinder 16 and is fixedly connected with a fourth mass 3 of the suspension. The lower chamber of the third oil cylinder 16 is communicated with the outside through an air hole, hydraulic oil is stored in the upper chamber of the third oil cylinder 16, and the upper chamber is sequentially connected in series with a second inerter helix 32, a third throttle valve 31 and a fourth energy accumulator 30 through a hydraulic pipeline.
The suspension fourth mass 3 is fixedly connected at the joint of the second piston rod 18 and the third piston rod 17, and the suspension fourth mass 3 can be a cylindrical structure and coaxially and fixedly sleeved outside the second piston rod 18 and the third piston rod 17.
The first cylinder 22, the first piston rod 21, the second cylinder 29, the second piston rod 18, the third cylinder 16, and the third piston rod 17 have the same central axis. The central axes of the third and fourth masses 5, 3 of the suspension are also collinear with the central axes of the cylinder and piston rod.
The electromagnetic valve 26 is a two-position two-way electromagnetic valve, and cuts off the circulation of hydraulic oil when closed, and allows the circulation of hydraulic oil when opened; the first throttle valve 20 and the second throttle valve 25 are in a medium circulation state and respectively provide medium damping for the traditional vibration damping structure 6 and the medium-frequency anti-resonance vibration damping structure 4, and the third throttle valve 31 is in a small circulation state and provides large damping for the low-frequency anti-resonance vibration damping structure; when hydraulic oil flows through the first inertance coil 24 and the second inertance coil 32, inertance occurs.
When the automobile load is greater than or equal to 0.5 times of rated load, the first throttle valve 20 is in a fixed opening state for providing damping equal to 2.5-3.5 times of the automobile full load mass value, the second throttle valve 25 is in a fixed opening state for providing damping equal to 2.5-3.5 times of the automobile full load mass value, and the third throttle valve 31 is in a fixed opening state for providing damping equal to 7-9 times of the automobile full load mass value, at the moment, the electromagnetic valve 26 is closed, and the second energy accumulator 28 only provides larger rigidity for the medium-frequency anti-resonance vibration damping structure 4 so as to reduce the suspension dynamic deflection under the large-load working condition.
When the automobile load is less than 0.5 times of the rated load, the electromagnetic valve 26 is opened, and the second energy accumulator 28 and the third energy accumulator 27 provide smaller rigidity for the medium-frequency anti-resonance vibration reduction structure 4 to reduce the anti-resonance frequency of the medium-frequency anti-resonance vibration reduction structure so as to reduce the sprung mass acceleration under the working condition of small load. At this time, the first throttle valve 20 is in a fixed opening state providing a damping equivalent to 2.5-3.5 times the full load mass value of the vehicle, the second throttle valve 25 is in a fixed opening state providing a damping equivalent to 2.5-3.5 times the full load mass value of the vehicle, and the third throttle valve 31 is in a fixed opening state providing a damping equivalent to 7-9 times the full load mass value of the vehicle.
Under the action of the spring with the initial compression stroke, the first accumulator 19 generates certain pressure in the oil chamber and the upper chamber of the first oil cylinder 22, so that a first stiffness is generated between the outer cylinder body of the first oil cylinder 22 and the first piston rod 21, and hydraulic oil flows into the oil chamber of the first accumulator 19 from the first oil cylinder 22 through the first throttle valve 20 to generate a first throttle damping. Since the oil pressure in the first oil cylinder 22 is equal to the sum of the pressure loss generated by the flow through the first throttle 20 and the oil chamber pressure of the first accumulator 19, the acting force between the outer cylinder body of the first oil cylinder 22 and the first piston rod 21 is equal to the sum of the elastic force generated by the first stiffness and the damping generated by the first throttle damping, that is, the first stiffness and the first throttle damping are mechanically connected in parallel, which is also equivalent to the stiffness of the first coil spring 11 and the damping of the first shock absorber 12 in fig. 2 in parallel. Because the first throttle valve 20 is additionally arranged in the cylinder-spring type energy accumulator combined structure consisting of the first energy accumulator 19 and the first cylinder 22, the cylinder-spring type energy accumulator combined structure is functionally upgraded into an extended cylinder-spring type energy accumulator combined structure with rigidity and damping characteristics.
The oil chambers of the second accumulator 28 (and the third accumulator 27) are connected with the second oil cylinder 29 through a hydraulic pipeline, under the spring action of the initial compression stroke, certain pressure is generated in the oil chambers of the second accumulator 28 and the second oil cylinder 29, second rigidity is generated between the outer cylinder body of the second oil cylinder 29 and the second piston rod 18, hydraulic oil passes through the first inertance coil 24 from the second oil cylinder 29, the flow rate of the hydraulic oil in the first inertance coil 24 is changed by the pressure difference at two ends of the first inertance coil 24, so that the hydraulic oil in the first inertance coil 24 forms first inertance to generate inertia force, then flows into the oil chamber of the second accumulator 28 (and the third accumulator 27) through the second throttle valve 25 to generate second throttle damping, because the oil pressure in the second oil cylinder 29 is equal to the pressure difference at two ends of the first inertance coil 24, the pressure loss generated by the second throttle valve 25 is added to the pressure in the oil chamber of the second accumulator 28, therefore, the acting force between the outer cylinder body of the second oil cylinder 29 and the second piston rod 18 is equal to the sum of the elastic force generated by the second stiffness, the inertia force generated by the first inertia volume and the damping generated by the second throttling damping, that is, the second stiffness, the first inertia volume and the second throttling damping are connected in parallel on the mechanical principle, that is, the stiffness of the stiffness adjustable air spring 10, the inertia volume of the first inertia volume 14 and the damping of the second shock absorber 12 in fig. 2 are equivalent to parallel connection. Because the first inerter spiral pipe 24 and the second throttle valve 25 are additionally arranged in the cylinder-spring type accumulator combined structure consisting of the second accumulator 28 (and the third accumulator 27) and the second cylinder 29, the cylinder-spring type accumulator combined structure is functionally upgraded into an extended cylinder-spring type accumulator combined structure with rigidity, inerter and damping characteristics.
The oil chamber of the fourth accumulator 30 is connected with the third cylinder 16 through a hydraulic pipeline, under the action of a spring with an initial compression stroke, a certain pressure is generated in the oil chamber and the upper chamber of the third cylinder 16, a certain third rigidity is generated between the outer cylinder body of the third cylinder 16 and the third piston rod 17, hydraulic oil passes through the second inertia volume spiral pipe 32 from the non-piston rod chamber of the third cylinder 16, the pressure difference at two ends of the second inertia volume spiral pipe 32 enables the flow rate of the hydraulic oil in the second inertia volume spiral pipe 32 to change, so that the second inertia volume formed by the hydraulic oil in the second inertia volume spiral pipe 32 generates an inertia force, then the hydraulic oil flows into the oil chamber of the fourth accumulator 30 through the third throttle valve 31 to generate third throttle damping, because the oil pressure in the third cylinder 16 is equal to the pressure difference at two ends of the second inertia volume spiral pipe 32, the pressure loss generated by the third throttle valve 31 and the pressure in the fourth accumulator oil chamber 30, therefore, the acting force between the outer cylinder body of the third oil cylinder 16 and the third piston rod 17 is equal to the sum of the elastic force generated by the third stiffness, the inertia force generated by the second inertia volume and the damping generated by the third throttling damping, that is, the third stiffness, the second inertia volume and the third throttling damping are connected in parallel in the mechanics principle, that is, the stiffness of the third spiral spring 8, the inertia volume of the second inertia volume 9 and the damping of the third shock absorber 15 in fig. 2 are equivalent to parallel connection. Because the second inerter tube 32 and the third throttle valve 31 are additionally arranged in the cylinder-spring type accumulator combined structure formed by the fourth accumulator 30 and the third cylinder 16, the cylinder-spring type accumulator combined structure is functionally upgraded into an extended cylinder-spring type accumulator combined structure with rigidity, inerter and damping characteristics.
As shown in FIG. 3, the inerter volume of the first inerter spiral pipe 24 is 0.08-0.12 times of the full load mass of the automobile, and the inerter volume of the second inerter spiral pipe 32 is 0.8-1.2 times of the full load mass of the automobile according to the full load mass of the automobile (150-
Figure BDA0003111522360000141
The diameters of the accumulator cavities and the spring stiffness of the first accumulator 19 (taking a spring accumulator as an example) and the second accumulator 28 are selected as the stiffness of the traditional damping structure 6 and the medium-frequency damping structure 4 according to the full-load mass of the automobile (75-85)
Figure BDA0003111522360000142
) The diameter of the inner cavity of the energy accumulator of the fourth energy accumulator 30 and the rigidity of the spring are selected as the rigidity of the low-frequency vibration damping structure 2, so that the static deflection of the suspension is kept unchanged between the idling state and the full-load state of the automobile, the diameter of the inner cavity of the energy accumulator of the second energy accumulator 28 and the rigidity of the spring are considered, and the diameter of the inner cavity of the energy accumulator of the third energy accumulator 27 and the rigidity of the spring are determined.
As shown in fig. 3, when the vehicle load is greater than or equal to 0.5 of the rated load, the solenoid valve 26 is closed, and at this time, the first throttle valve 20 is in a fixed opening state to provide a damping equal to 2.5 to 3.5 times the full load mass of the vehicle, the second throttle valve 25 is in a fixed opening state to provide a damping equal to 2.5 to 3.5 times the full load mass of the vehicle, and the third throttle valve 31 is in a fixed opening state to provide a damping equal to 7 to 9 times the full load mass of the vehicle. When the automobile runs, at the moment that the wheels 7 start to vibrate upwards, the automobile body 1 does not move in time, the wheels 7 drive the first piston rod 21 upwards, so that the piston on the first piston rod compresses hydraulic oil in the first oil cylinder 22 to flow to the oil cavity of the first energy accumulator 16 through the first throttle valve 20, the spring in the non-oil cavity of the first energy accumulator 19 is compressed, the oil pressure in the first oil cylinder 22 is increased, the cylinder body of the first oil cylinder 22, the cylinder body of the second oil cylinder 29 and the third mass 5 of the suspension are pushed upwards, the third mass 5 of the suspension is generated with an inertial force, the cylinder body of the second oil cylinder 29 compresses hydraulic oil in the second oil cylinder 2, the hydraulic oil flows into the oil cavity of the second energy accumulator 28 through the first inertia volume spiral pipe 24 and the second throttle valve 25 in sequence, the spring in the non-oil cavity of the second energy accumulator 28 is compressed, the oil pressure in the second oil cylinder 29 is increased, so that the piston on the second piston rod 18 pushes the fourth mass 3 and the third piston rod 17 of the suspension to move upwards through the second piston rod 18, so that the suspension fourth mass 3 generates inertia force, meanwhile, the piston of the third piston rod 17 compresses hydraulic oil in the third oil cylinder 16, the hydraulic oil flows into an oil cavity of the fourth energy accumulator 30 through the second inertia volume spiral pipe 32 and the third throttle valve 31, a non-oil cavity spring of the fourth energy accumulator 30 is compressed, so that the oil pressure in the third oil cylinder 16 is increased, and the cylinder body of the third oil cylinder 16 and the vehicle body 1 are pushed upwards; during this movement, when the upward vibration of the wheel 7 passes through the conventional vibration damping structure 6, the rigidity generated by the first accumulator 19 performs a first vibration isolation on the upward vibration of the wheel 7, and the first throttle 20 performs a first vibration damping on the upward vibration of the wheel 7; when the wheel 7 after vibration isolation and vibration reduction by the traditional vibration reduction structure 6 passes through the third mass 5 of the suspension, the third mass 5 of the suspension absorbs the upward vibration kinetic energy of the wheel 7 for once; when the wheel 7 after absorbing kinetic energy by the third mass 5 of the suspension passes through the intermediate frequency anti-resonance vibration reduction structure 4, the second throttle valve 25 performs secondary vibration reduction on the upward vibration of the wheel 7, and the rigidity generated by the second energy accumulator 28 and the inertia capacity generated by the first inertia capacity spiral pipe 24 act together to perform primary intermediate frequency anti-resonance vibration reduction on the upward vibration of the wheel 7; when the wheel 7 vibrates upwards through the suspension fourth mass 3 after vibration isolation by the medium-frequency anti-resonance vibration damping structure 4 and medium-frequency anti-resonance vibration damping, the suspension fourth mass 3 absorbs the upward vibration kinetic energy of the wheel 7 for the second time; when the wheel 7 absorbing kinetic energy through the suspension fourth mass 3 vibrates upwards and passes through the low-frequency anti-resonance vibration reduction structure 2, the third throttle valve 31 performs third vibration reduction on the upward vibration of the wheel 7, the rigidity generated by the fourth energy accumulator 30 and the inertia volume generated by the second inertia volume spiral pipe 32 act together to perform primary low-frequency anti-resonance vibration reduction on the upward vibration of the wheel 7, and finally the upward vibration input of the wheel 7 to the vehicle body 1 is greatly reduced.
When the vehicle load is greater than or equal to 0.5 of the rated load, the electromagnetic valve 26 is closed, and at this time, the first throttle valve 20 is in a fixed opening state providing a damping equal to 2.5 to 3.5 times the full load mass value of the vehicle, the second throttle valve 25 is in a fixed opening state providing a damping equal to 2.5 to 3.5 times the full load mass value of the vehicle, and the third throttle valve 31 is in a fixed opening state providing a damping equal to 7 to 9 times the full load mass value of the vehicle. At the moment when the wheels 7 start to vibrate downwards when the automobile runs, the automobile body 1 still has no time to move, the wheels 7 drive the piston of the first piston rod 21 downwards to move downwards, so that the volume of the upper chamber of the first oil cylinder 22 is increased and the oil pressure in the chamber is reduced, hydraulic oil in the oil chamber of the first energy accumulator 19 flows into the first oil cylinder 22 through the first throttle valve 20, the cylinder body of the first oil cylinder 22, the cylinder body of the second oil cylinder 29 and the third mass 5 of the suspension are driven to move downwards, the cylinder body of the second oil cylinder 29 moves downwards, so that the volume of the lower chamber of the second oil cylinder 29 is increased and the oil pressure in the chamber is reduced, the hydraulic oil in the oil chamber of the second energy accumulator 28 sequentially flows into the second oil cylinder 29 through the second throttle valve 25 and the first inertia spiral pipe 24, and the piston on the second piston rod 18 drives the fourth mass 3 and the third piston rod 17 of the suspension to move downwards through the second piston rod 18, the suspension fourth mass 3 generates an inertia force and drives the piston on the third piston rod 17 to move downwards, so that the volume of the upper chamber of the third oil cylinder 16 is increased and the oil pressure in the chamber is reduced, hydraulic oil in the oil chamber of the fourth energy accumulator 30 flows to the third oil cylinder 16 through the third throttle valve 31 and the second inertia volume spiral pipe 32, and simultaneously drives the cylinder body of the third oil cylinder 16 and the vehicle body 1 to move downwards; during this movement, when the downward vibration of the wheel 7 passes through the conventional vibration damping structure 6, the rigidity generated by the first accumulator 19 performs the first vibration isolation on the downward vibration of the wheel 7, and the first throttle 20 performs the first vibration damping on the downward vibration of the wheel 7; when the wheel 7 after vibration isolation and vibration reduction by the traditional vibration reduction structure 6 passes through the suspension third mass 5, the suspension third mass 5 absorbs the downward vibration kinetic energy of the wheel 7 for one time; when the wheel 7 which absorbs kinetic energy through the third mass 5 of the suspension frame vibrates downwards and passes through the intermediate frequency anti-resonance vibration reduction structure 4, the second throttling valve 25 performs secondary vibration reduction on the downward vibration of the wheel 7, and the rigidity generated by the second energy accumulator 28 and the inertia capacity generated by the first inertia capacity spiral pipe 24 act together to perform primary intermediate frequency anti-resonance vibration reduction on the downward vibration of the wheel 7; when the wheel 7 after vibration isolation by the medium-frequency anti-resonance vibration reduction structure 4 and medium-frequency anti-resonance vibration reduction vibrates downwards and passes through the fourth mass 3 of the suspension, the fourth mass 3 of the suspension absorbs the downward vibration kinetic energy of the wheel for the second time; when the wheel 7 which absorbs kinetic energy through the suspension fourth mass 3 vibrates downwards and passes through the low-frequency anti-resonance vibration reduction structure 2, the third throttle valve 31 performs third vibration reduction on the downward vibration of the wheel 7, the rigidity generated by the fourth energy accumulator 30 and the inertia volume generated by the second inertia volume spiral pipe 32 act together to perform primary low-frequency anti-resonance vibration reduction on the downward vibration of the wheel 7, and finally the downward vibration input of the wheel 7 to the vehicle body 1 is greatly reduced.
As shown in fig. 3, when the vehicle load is less than 0.5 times the rated load, the electromagnetic valve 26 is opened, and at this time, the first throttle valve 20 is in a fixed opening state providing a damping equal to 2.5-3.5 times the full load mass of the vehicle, the second throttle valve 25 is in a fixed opening state providing a damping equal to 2.5-3.5 times the full load mass of the vehicle, the third throttle valve 31 is in a fixed opening state providing a damping equal to 7-9 times the full load mass of the vehicle, and the second accumulator 28 and the third accumulator 27 provide a small stiffness to the intermediate frequency anti-resonance vibration damping structure 4 to reduce the anti-resonance frequency thereof, so as to reduce the acceleration degree of the vehicle body 1 under the small load condition.
FIG. 4 is a schematic diagram of the operation of the three-stage damping passive suspension with variable intermediate frequency anti-resonance frequency according to the present invention, wherein m in FIG. 41、m2、me1、me2、mc1、mc2The mass of the wheel 7, the mass of the vehicle body 1, the inertial volume of the medium-frequency anti-resonance vibration damping structure, the inertial volume of the low-frequency anti-resonance vibration damping structure, the mass of the third mass 5 of the suspension and the mass of the fourth mass 3 of the suspension are respectively; k is a radical of1、k2、kc1、kc2The equivalent stiffness of the wheel 7, the stiffness of the low-frequency anti-resonance vibration damping structure, the stiffness of the traditional vibration damping structure and the stiffness of the medium-frequency anti-resonance vibration damping structure are respectively; c. C2、cc1、cc2Respectively damping of a low-frequency anti-resonance vibration attenuation structure, damping of a traditional vibration attenuation structure and damping of a medium-frequency anti-resonance vibration attenuation structure; q, z1、z2、zc1、zc2Vertical input of an uneven road surface, vertical displacement of a wheel 7, vertical displacement of a vehicle body 1, vertical displacement of a third mass 5 of a suspension and vertical displacement of a fourth mass 3 of the suspension are respectively set; wherein, the rigidity k of the medium-frequency anti-resonance vibration reduction structurec2Is adjustable. The differential equation for describing the motion of the intermediate-frequency anti-resonance frequency variable three-stage vibration reduction passive suspension is as follows:
Figure BDA0003111522360000171
Figure BDA0003111522360000172
Figure BDA0003111522360000173
Figure BDA0003111522360000174
the overall performance index J of the suspension constructed according to the formula (5) is as follows:
Figure BDA0003111522360000175
in the formula: t and T are the total running time and the time variable of the automobile respectively;
Figure BDA0003111522360000176
is sprung mass acceleration; (z)1-q) is the dynamic deformation of the wheel; (z)2-z1) The dynamic disturbance degree of the suspension; delta1And delta253775 and 4108.8 are respectively taken as weighting coefficients when the sprung mass acceleration defaults to 1.
As shown in FIG. 5, the working principle of the conventional two-stage damping suspension (having a one-stage conventional damping structure and a one-stage anti-resonance damping structure, without the third mass of the suspension) is shown, in FIG. 5, m1、m2、meRespectively the mass of the wheel, the mass of the vehicle body and the inertia capacity of the anti-resonance vibration attenuation structure; k is a radical of1、k2、kcThe equivalent stiffness of the wheel, the stiffness of the anti-resonance vibration damping structure and the stiffness of the traditional vibration damping structure are respectively set; c. C2、ccThe damping of the anti-resonance vibration attenuation structure and the damping of the traditional vibration attenuation structure are respectively adopted; q, z1、z2、zcThe vertical input of the uneven road surface, the vertical displacement of wheels, the vertical displacement of a vehicle body and the vertical displacement of the joint of the anti-resonance vibration damping structure and the traditional vibration damping structure are respectively adopted. The differential equation describing the suspension motion is:
Figure BDA0003111522360000177
Figure BDA0003111522360000178
Figure BDA0003111522360000181
when the automobile is fully loaded, the values of all parameters of the suspension and the existing secondary damping suspension are as follows: m is1＝35kg、m2＝500kg、 me1＝45kg、me2＝450kg、mc1＝36kg、mc2＝7.2kg、k1＝300000N/m、k2＝50500N/m、 kc1＝101000N/m、kc2＝101000N/m、c2＝3800Ns/m、cc11500Ns/m and cc21500 Ns/m; when the vehicle is unloaded kc2＝37211N/m。
When the automobile runs on a general (C-class road surface), a poor (D-class road surface) and a poor (E-class road surface) at the automobile speeds of 72km/h, 50km/h and 30km/h, the running time of the automobile is 100 seconds. The suspension with large parameters under the full-load working condition, the suspension with large parameters under the no-load working condition, the suspension with small parameters under the no-load working condition, the existing secondary damping suspension under the full-load working condition and the existing secondary damping suspension under the no-load working condition are obtained by carrying out suspension dynamics numerical simulation by using a formula (1) to a formula (9) and are listed in a table 1, a table 2 and a table 3 respectively, and the large parameters in the table mean that the rigidity of an intermediate frequency anti-resonance structure 4 is equal to (150-
Figure BDA0003111522360000182
Multiple automobile full load mass, small parameter means the rigidity of the medium frequency anti-resonance structure 4 is equal to (50-70)
Figure BDA0003111522360000183
Double mass of full car, RMS is an abbreviation for root mean square value.
TABLE 1 comparison of Performance indexes of a general road under a vehicle speed of 72km/h
Figure BDA0003111522360000184
TABLE 2 comparison of Performance indicators for poor road surface at 50km/h vehicle speed
Figure BDA0003111522360000191
TABLE 3 comparison of Performance indexes on poor pavement at 30km/h speed
Figure BDA0003111522360000192
As can be seen from tables 1, 2 and 3, the intermediate frequency anti-resonance frequency adjustable three-level vibration damping passive suspension provided by the invention can obtain superior sprung mass acceleration and suspension comprehensive performance compared with the existing two-level vibration damping suspension (comprising a one-level traditional vibration damping structure and a one-level anti-resonance vibration damping structure, and having no third mass of the suspension) under the full load and different driving working conditions of the automobile; under different idle running conditions of the automobile, if the sprung mass acceleration and the comprehensive performance indexes of the suspensions are not adjusted by parameters, the sprung mass acceleration and the comprehensive performance indexes of the suspensions are rapidly worsened, and after the antiresonance frequency of the intermediate frequency antiresonance damping structure of the suspension is reduced, the sprung mass acceleration and the comprehensive performance indexes of the suspensions can be greatly reduced by the intermediate frequency antiresonance frequency adjustable three-stage damping passive suspension provided by the invention, and the passive suspension is obviously superior to the existing two-stage damping suspension.
The invention only provides a specific structure for realizing the intermediate frequency anti-resonance frequency adjustable three-level vibration reduction passive suspension, which is formed by combining independent elements in the three-level vibration reduction structure shown in figure 2, and a specific structure for realizing the intermediate frequency anti-resonance frequency adjustable three-level vibration reduction passive suspension, which is formed by combining independent elements in the three-level vibration reduction structure shown in figure 3, in the invention, and the three-level vibration reduction structure shown in figure 3 adopts an integrated extended oil cylinder-spring type energy accumulator combined structure, so that all the physical structure schemes for realizing the three-level vibration reduction passive suspension principle shown in figure 1 are in the protection scope of the invention. For example, the conventional vibration damping structure 6 may adopt the following two structures: the first method comprises the following steps: the shock absorber is formed by connecting an independent spiral spring (or an air spring or an oil cylinder-spring type accumulator combination) and an independent shock absorber in parallel; and the second method comprises the following steps: the oil cylinder-spring type energy accumulator combination single structure integrates the functions of rigidity, damping and the like. The intermediate frequency anti-resonance vibration reduction structure 4 can adopt the following 4 structures: the first method comprises the following steps: the device is formed by connecting an independent air spring (or an oil cylinder-spring type accumulator combination) with adjustable rigidity, an independent shock absorber and an independent inertial container in parallel. And the second method comprises the following steps: the damping device is formed by connecting an independent air spring (or an oil cylinder-spring type energy accumulator combination) with adjustable rigidity in parallel with an inertial volume damper which integrates an independent damping function and an inertial volume function into a whole. And the third is that: the device is formed by connecting an independent oil cylinder-spring type energy accumulator combination with adjustable rigidity and damping function and an independent inertial container in parallel. And fourthly: the functions of adjustable rigidity, damping, inertial capacity and the like are combined into a single structure of an oil cylinder-spring type energy accumulator combination. The low-frequency anti-resonance vibration damping structure 2 can adopt the following 4 structures: the first method comprises the following steps: the device is formed by connecting an independent air spring (or an oil cylinder-spring type energy accumulator combination and a spiral spring), an independent shock absorber and an independent inertial container in parallel; and the second method comprises the following steps: the damping device is formed by connecting an independent air spring (or an oil cylinder-spring type accumulator combination and a spiral spring) and an inertial volume damper which integrates an independent damping function and an inertial volume function in parallel; and the third is that: the independent rigidity and damping function combination is formed by connecting an oil cylinder-spring type energy accumulator combination and an independent inertial container in parallel; and fourthly: the damping and inertia capacity combined type energy accumulator consists of a single oil cylinder-spring type energy accumulator combined structure with three functions of rigidity, damping, inertia capacity and the like, a third suspension mass 5 fixedly arranged between a traditional damping structure 6 and a medium-frequency anti-resonance damping structure 4, and a fourth suspension mass 3 fixedly arranged between the medium-frequency anti-resonance damping structure 4 and a low-frequency anti-resonance damping structure 2. When the automobile load is greater than or equal to 0.5 times of rated load, the medium-frequency anti-resonance vibration reduction structure 4 provides higher rigidity to reduce the dynamic deflection of the suspension under the working condition of large load, and when the automobile load is less than 0.5 times of rated load, the medium-frequency anti-resonance vibration reduction structure 4 provides lower rigidity to reduce the anti-resonance frequency of the medium-frequency anti-resonance vibration reduction structure to reduce the sprung mass acceleration under the working condition of small load; the interchange of the positions of the medium-frequency anti-resonance vibration reduction structure 4 and the low-frequency anti-resonance vibration reduction structure 2 between the suspensions does not influence the performance of the invention.
In fig. 3, the first accumulator 19, the second accumulator 28, the third accumulator 27 and the fourth accumulator 30 are all spring accumulators for description, and it is within the protection scope of the present invention to replace the spring accumulators with gas bag type accumulators or piston type accumulators.

Claims (10)

1. The utility model provides an adjustable tertiary damping passive suspension of intermediate frequency anti-resonance frequency, sets up between wheel (7) and automobile body (1) above, characterized by: the vibration damping device is characterized by sequentially comprising a traditional vibration damping structure (6), a suspension third mass (5), an intermediate frequency anti-resonance vibration damping structure (4), a suspension fourth mass (3) and a low-frequency anti-resonance vibration damping structure (2) in series from bottom to top, wherein the lower part of the traditional vibration damping structure (6) is fixedly connected with a wheel (7), the upper part of the traditional vibration damping structure is fixedly connected with the lower part of the suspension third mass (5), the upper part of the suspension third mass (5) is connected with the lower part of the intermediate frequency anti-resonance vibration damping structure (4), the upper part of the intermediate frequency anti-resonance vibration damping structure (4) is fixedly connected with the lower part of the suspension fourth mass (3), the upper part of the suspension fourth mass (3) is fixedly connected with the lower part of the low-frequency anti-resonance vibration damping structure (2), and the upper part of the low-frequency anti-resonance vibration damping structure (2) is fixedly connected with a vehicle body (1); the natural vibration frequency of the low-frequency anti-resonance vibration attenuation structure (2) is [1-2.5) Hz, and the natural vibration frequency of the medium-frequency anti-resonance vibration attenuation structure (4) is located between the natural vibration frequency of the vehicle body (1) and the natural vibration frequency of the wheels (7).
2. The three-stage damping passive suspension with the adjustable intermediate frequency anti-resonance frequency as claimed in claim 1, is characterized in that: the traditional vibration reduction structure (6) is formed by connecting a first spiral spring (11) and a first vibration absorber (12) in parallel, the medium-frequency anti-resonance vibration reduction structure (4) is formed by connecting a rigidity-adjustable air spring (10), a second vibration absorber (13) and a first inertial container (14) in parallel, and the low-frequency anti-resonance vibration reduction structure (2) is formed by connecting a second spiral spring (8), a third vibration absorber (15) and a second inertial container (9) in parallel.
3. The three-stage damping passive suspension with the adjustable intermediate frequency anti-resonance frequency as claimed in claim 1, is characterized in that: the traditional vibration reduction structure (6) is composed of a first oil cylinder (22), a first piston rod (21), a first throttle valve (20) and a first energy accumulator (19), the bottom of the first oil cylinder (22) faces upwards, the piston end of the first piston rod (21) extends into the first oil cylinder (22) to divide the first oil cylinder (22) into an upper cavity and a lower cavity, the upper cavity of the first oil cylinder (22) is sequentially connected with the first throttle valve (20) and the first energy accumulator (19) in series through a hydraulic pipeline, and the rod end of the first piston rod (21) extends downwards out of the first oil cylinder (22) to be fixedly connected with wheels (7); the medium-frequency anti-resonance vibration reduction structure (4) consists of a second oil cylinder (29), a second piston rod (18), a first inerter spiral pipe (24), a second throttle valve (25), a second energy accumulator (28), an electromagnetic valve (26) and a third energy accumulator (27), the bottom of a second oil cylinder (29) faces downwards and is coaxially and fixedly connected with the bottom of a first oil cylinder (22), the piston end of a second piston rod (18) extends into the second oil cylinder (29) to divide the second oil cylinder (29) into an upper chamber and a lower chamber, the lower chamber of the second oil cylinder (29) is sequentially connected in series with a first inerter tube (24), a second throttle valve (25), a second energy accumulator (28), an electromagnetic valve (26) and a third energy accumulator (27) through a hydraulic pipeline, the rod end of the second piston rod (18) extends upwards out of the second oil cylinder (29) and is fixedly connected with a fourth mass (3) of a suspension, and the outer parts of the first oil cylinder (22) and the second oil cylinder (29) are fixedly connected with a third mass (5) of the suspension; the low-frequency anti-resonance vibration reduction structure (2) is composed of a third oil cylinder (16), a third piston rod (17), a second inertia volume spiral pipe (32), a third throttle valve (31) and a fourth energy accumulator (30), wherein the bottom of the third oil cylinder (16) faces upwards and is fixedly connected with the vehicle body (1), the piston end of the third piston rod (17) extends into the third oil cylinder (16) to divide the third oil cylinder (16) into an upper chamber and a lower chamber, the rod end of the third piston rod (17) extends downwards to form an outer fixed connection suspension frame fourth mass (3) of the third oil cylinder (16), and the upper chamber of the third oil cylinder (16) is sequentially connected with the second inertia volume spiral pipe (32), the third throttle valve (31) and the fourth energy accumulator (30) in series through a hydraulic pipeline.
4. The three-stage damping passive suspension with the adjustable intermediate frequency anti-resonance frequency as claimed in claim 3, is characterized in that: the first oil cylinder (22), the first piston rod (21), the second oil cylinder (29), the second piston rod (18), the third oil cylinder (16) and the third piston rod (17) have the same central shaft, the third mass ()5 of the suspension and the fourth mass (3) of the suspension are of cylindrical structures, and the central shafts of the third mass ()5 and the fourth mass () of the suspension are collinear with the central shafts of the oil cylinder and the piston rod.
5. The three-stage damping passive suspension with the adjustable intermediate frequency anti-resonance frequency as claimed in claim 1, is characterized in that: the positions of the medium-frequency anti-resonance vibration reduction structure (4) and the low-frequency anti-resonance vibration reduction structure (2) between the third mass (5) of the suspension and the vehicle body (1) are mutually exchanged.
6. The three-stage damping passive suspension with the adjustable intermediate frequency anti-resonance frequency as claimed in claim 1, is characterized in that: rigidity k of intermediate frequency anti-resonance vibration reduction structure (4)c2And inertia capacity me1According to the formula
Figure FDA0003111522350000021
The calculated value of (2) is between [2.5 and 10), and the rigidity k of the low-frequency anti-resonance vibration damping structure (2)2And inertia capacity me2According to the formula
Figure FDA0003111522350000022
The calculated values of (1) to (2.5) are located in between.
7. The three-stage damping passive suspension with the adjustable intermediate frequency anti-resonance frequency as claimed in claim 1, is characterized in that: the mass of the third mass (5) and the fourth mass (3) of the suspension is not more than the maximum value of 2-3 times of the mass of the wheel (7), the inertial volume of the medium-frequency anti-resonance vibration reduction structure (4) is equal to 0.08-0.12 time of the full load mass of the automobile, the inertial volume of the low-frequency anti-resonance vibration reduction structure (2) is 0.8-1.2 times of the full load mass of the automobile, and the rigidity of the traditional vibration reduction structure (6) is equal to the full load mass of the automobile
Figure FDA0003111522350000023
The large rigidity value of the medium-frequency anti-resonance vibration-damping structure (4) is equal to the full load mass of the automobile
Figure FDA0003111522350000024
Figure FDA0003111522350000025
The small rigidity of the medium-frequency anti-resonance vibration damping structure (4) is equal to the full load mass of the automobile
Figure FDA0003111522350000026
And (4) doubling.
8. A process as claimed in claim 1The working method of the three-level vibration reduction passive suspension with the adjustable intermediate frequency anti-resonance frequency is characterized in that: setting the rigidity of the low-frequency anti-resonance vibration-damping structure (2) equal to the full load mass of the automobile
Figure FDA0003111522350000027
The damping of the traditional vibration damping structure (6), the damping of the medium-frequency anti-resonance vibration damping structure (4) and the damping of the low-frequency anti-resonance vibration damping structure (2) are respectively 2.5-3.5 times, 2.5-3.5 times and 7-9 times of the full load mass of the automobile, and the natural frequency f20Taking 1-1.5; when the automobile load is greater than or equal to 0.5 times of rated load, the medium-frequency anti-resonance vibration reduction structure (4) provides the mass equal to the full load of the automobile
Figure FDA0003111522350000031
A greater stiffness; when the automobile load is less than 0.5 times of rated load, the medium-frequency anti-resonance vibration reduction structure (4) provides the mass equal to the full load of the automobile
Figure FDA0003111522350000032
Double the lower stiffness.
9. An operating method of the three-stage vibration reduction passive suspension with the adjustable intermediate frequency anti-resonance frequency as claimed in claim 2 is characterized in that: setting the inerter value of the first inerter (14) to be 0.08-0.12 times of the full load mass of the automobile, setting the inerter value of the second inerter (19) to be 0.8-1.2 times of the full load mass of the automobile, and setting the rigidity of the first helical spring (11) to be the full load mass of the automobile
Figure FDA0003111522350000033
The rigidity of the second spiral spring (8) is equal to the full load mass of the automobile
Figure FDA0003111522350000034
The damping of the first shock absorber (12), the second shock absorber (13) and the third shock absorber (15) is respectively 2.5-3.5 times, 2.5-3.5 times and 7-9 times of the full load mass of the automobile, and the natural frequency f20Taking 1-1.5; when the automobile load is largeAdjusting the stiffness of the adjustable-stiffness air spring (10) to the full load mass of the vehicle at or equal to 0.5 times the rated load
Figure FDA0003111522350000035
In the working state of double larger rigidity, when the load of the automobile is less than 0.5 times of the rated load, the rigidity of the air spring (10) with adjustable rigidity is adjusted to the full load mass of the automobile
Figure FDA0003111522350000036
Double lower stiffness operating conditions.
10. An operating method of the three-stage vibration reduction passive suspension with the adjustable intermediate frequency anti-resonance frequency as claimed in claim 3 is characterized in that: setting the damping of a first throttle valve (20) to be in a fixed opening state of 2.5-3.5 times of the full-load mass of the automobile, setting the damping of a second throttle valve (25) to be in a fixed opening state of 2.5-3.5 times of the full-load mass of the automobile, and setting the damping of a third throttle valve (31) to be in a fixed opening state of 7-9 times of the full-load mass of the automobile; when the automobile load is greater than or equal to 0.5 times of rated load, the electromagnetic valve (26) is closed, and the second energy accumulator (28) provides rigidity for the intermediate frequency anti-resonance vibration reduction structure (4); when the automobile load is less than 0.5 times of rated load, the electromagnetic valve (26) is opened, and the second accumulator (28) and the third accumulator (27) provide rigidity for the medium-frequency anti-resonance vibration damping structure (4).
CN202110650738.2A 2021-06-11 2021-06-11 Intermediate frequency anti-resonance frequency adjustable three-stage vibration reduction passive suspension and working method thereof Active CN113619342B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202110650738.2A CN113619342B (en) 2021-06-11 2021-06-11 Intermediate frequency anti-resonance frequency adjustable three-stage vibration reduction passive suspension and working method thereof

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202110650738.2A CN113619342B (en) 2021-06-11 2021-06-11 Intermediate frequency anti-resonance frequency adjustable three-stage vibration reduction passive suspension and working method thereof

Publications (2)

Publication Number Publication Date
CN113619342A true CN113619342A (en) 2021-11-09
CN113619342B CN113619342B (en) 2023-06-13

Family

ID=78378082

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202110650738.2A Active CN113619342B (en) 2021-06-11 2021-06-11 Intermediate frequency anti-resonance frequency adjustable three-stage vibration reduction passive suspension and working method thereof

Country Status (1)

Country Link
CN (1) CN113619342B (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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
CN114254434A (en) * 2021-12-03 2022-03-29 尨腾汽车科技(南京)有限公司 Self-powered active suspension parameter determination method considering comfort and safety and application thereof

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3290035A (en) * 1963-08-17 1966-12-06 Daimler Benz Ag Vehicle spring system
JP2016064691A (en) * 2014-09-24 2016-04-28 アイシン精機株式会社 Suspension device of vehicle
CN205553849U (en) * 2016-02-24 2016-09-07 浙江大学台州研究院 Formula dynamic vibration absorber suspension is used to hold in vehicle initiative
CN109080401A (en) * 2018-07-06 2018-12-25 江苏大学 A kind of hub motor shock absorption system and its working method
CN109849611A (en) * 2019-02-26 2019-06-07 江苏大学 A kind of multistage adjustable oil gas ISD suspension of used matter coefficient
CN110056603A (en) * 2018-12-24 2019-07-26 江苏铁科新材料股份有限公司 A kind of external mounting type planetary roller screw-rubber composite vibration reducing device
US20200047581A1 (en) * 2018-08-09 2020-02-13 Ford Global Technologies, Llc Vehicle shock absorber
CN112549892A (en) * 2020-12-04 2021-03-26 江苏大学 Secondary vibration reduction electrohydraulic active suspension with adjustable additional rigidity and damping and working method

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3290035A (en) * 1963-08-17 1966-12-06 Daimler Benz Ag Vehicle spring system
JP2016064691A (en) * 2014-09-24 2016-04-28 アイシン精機株式会社 Suspension device of vehicle
CN205553849U (en) * 2016-02-24 2016-09-07 浙江大学台州研究院 Formula dynamic vibration absorber suspension is used to hold in vehicle initiative
CN109080401A (en) * 2018-07-06 2018-12-25 江苏大学 A kind of hub motor shock absorption system and its working method
US20200047581A1 (en) * 2018-08-09 2020-02-13 Ford Global Technologies, Llc Vehicle shock absorber
CN110056603A (en) * 2018-12-24 2019-07-26 江苏铁科新材料股份有限公司 A kind of external mounting type planetary roller screw-rubber composite vibration reducing device
CN109849611A (en) * 2019-02-26 2019-06-07 江苏大学 A kind of multistage adjustable oil gas ISD suspension of used matter coefficient
CN112549892A (en) * 2020-12-04 2021-03-26 江苏大学 Secondary vibration reduction electrohydraulic active suspension with adjustable additional rigidity and damping and working method

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114254434A (en) * 2021-12-03 2022-03-29 尨腾汽车科技(南京)有限公司 Self-powered active suspension parameter determination method considering comfort and safety and application thereof
CN114254434B (en) * 2021-12-03 2024-05-31 尨腾汽车科技(南京)有限公司 Self-powered active suspension parameter determination method considering comfort and safety and application thereof
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 Ideal canopy system based on mechanical memory element and semi-active suspension system thereof

Also Published As

Publication number Publication date
CN113619342B (en) 2023-06-13

Similar Documents

Publication Publication Date Title
CN113183705B (en) Secondary vibration reduction active suspension without losing function after failure and working method
CN113619342B (en) Intermediate frequency anti-resonance frequency adjustable three-stage vibration reduction passive suspension and working method thereof
CN105508492B (en) A kind of spring damping is used to hold integral type suspension
CN203297461U (en) Hydro-pneumatic spring with variable parameters
CN111137095A (en) Rigidity and damping multistage adjustable hydro-pneumatic suspension and control method
CN108488288B (en) Secondary structure inertial container with adjustable inertial mass coefficient
CN202914612U (en) Push rod type variable rigidity adjustable oil gas spring
CN110843449B (en) Fuzzy switching control method for damping multi-mode semi-active suspension electronic control system
CN201747842U (en) Single barrel type oil and gas spring
CN201273355Y (en) Self-protecting variable-damping hydraulic buffer
CN113386512B (en) Three-mass four-parameter adjustable two-stage vibration reduction passive suspension and working method thereof
CN2090901U (en) Adjustable anti-vibration damp
CN113864381B (en) Biconical asymmetric force magneto-rheological damper
CN109318675B (en) Interconnection formula ISD suspension
CN103775555B (en) The stepless adjustable hydro-pneumatic spring of push rod rigidity
CN110822010A (en) Vehicle vibration damper
CN108189635A (en) A kind of suspension inertia and rigidity switching device
CN206344652U (en) A kind of hydro-pneumatic suspension system of achievable active and half active switching control
CN105485233A (en) Oil-gas damper
Ghazaly et al. Hydro-pneumatic passive suspension system performance analysis using amesim software
CN115534611A (en) Vibration absorption suspension control method for emergency rescue heavy-load vehicle and suspension system thereof
CN114046331B (en) Bag type magnetic fluid vibration damping structure
CN205468382U (en) Contains novel passive suspension who is used to container
CN113942355B (en) Height and rigidity adjustable self-powered active suspension and working method thereof
CN108488297A (en) A kind of hydro-pneumatic spring

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