CN114254434A - Self-powered active suspension parameter determination method considering comfort and safety and application thereof - Google Patents
Self-powered active suspension parameter determination method considering comfort and safety and application thereof Download PDFInfo
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Abstract
The invention discloses a self-powered active suspension parameter determining method giving consideration to both comfort and safety in the automobile field, an application thereof, a suspension designed by applying the parameter determining method and a working method of the suspension, which firstly determine five parameters of the rigidity of a traditional vibration damping structure, the rigidity of an anti-resonance vibration damping structure, the inertia capacity of the anti-resonance vibration damping structure, the damping of the traditional vibration damping structure and the damping of the anti-resonance vibration damping structure in a comfort mode, then determine two parameters of the damping of the traditional vibration damping structure and the damping parameter of the anti-resonance vibration damping structure in a safety mode, give consideration to two requirements of riding comfort and driving safety of an automobile, can switch among an initial mode, the safety mode and the comfort mode, carry out circulation starting and cut-off control through oil in a second damping pipe and a fourth damping pipe, and carry out two-stage control on the damping of the traditional vibration damping structure and the anti-resonance vibration damping structure, the whole suspension can be selected according to the running condition in the safe mode and the comfortable mode.
Description
Technical Field
The invention belongs to the field of automobiles, and relates to a suspension applied to an automobile, in particular to a parameter determination method of a self-powered active suspension structure and a self-powered active suspension designed according to the determined parameters, which can effectively improve the riding comfort and the driving safety of the automobile.
Background
The suspension is an important structural and functional component of the automobile, and has important influence on the driving smoothness and the operating stability of the automobile. The suspension can be divided into a passive suspension, an active suspension and a semi-active suspension according to the working capacity of a suspension actuator. In addition to actuators, the current active suspension and semi-active suspension must also include a feedback control system formed by sensors and controllers, so the complexity and manufacturing cost of the system are high, and no active suspension and semi-active suspension capable of real-time control exist at present.
As shown in figure 1, the working principle diagram of the original passive suspension of the automobile is shown, the shown passive suspension is a traditional primary vibration reduction passive suspension, the riding comfort of the automobile is realized by utilizing an elastic element and a damping element, and in the principle diagram, the mass of a wheel is m1Mass of the vehicle body is m2Equivalent stiffness of the wheel is k1Stiffness of the suspension is k20Damping of the suspension is c20The vertical input of the rough road surface is q, and the vertical displacement of the wheel is z1Vertical displacement of the vehicle body being z2。
In order to obtain better riding comfort and driving safety of the automobile by utilizing passive elements such as an elastic element, a damping element, an inertial container element and the like compared with the traditional primary vibration reduction passive suspension, the self-powered active suspension is provided in the document with the patent application number of 202111311617.1 and the name of 'height and rigidity adjustable self-powered active suspension and working method thereof', the structure of the self-powered active suspension is shown in figure 2, a traditional vibration reduction structure comprising a first oil and gas storage chamber 1, a first spiral spring 14 and a first oil cylinder 17 is arranged between an unsprung mass and a sprung mass, and the upper part of an upper chamber of the first oil cylinder 17 is communicated with the lower part of a lower chamber of the first oil cylinder 17 through a first adjustable throttle valve 29; an anti-resonance vibration reduction structure comprising a second oil and gas storage chamber 21, a second spiral spring 27, a second oil cylinder 22 and an inerter spiral tube 29 is further arranged, and the upper part of the upper chamber of the second oil cylinder 22 is communicated with the lower part of the lower chamber of the second oil cylinder 22 through the inerter spiral tube 29, a second adjustable throttle valve 20 and the second oil and gas storage chamber 21; a suspension third mass 18 is fixedly connected to the cylinder bodies of the first oil cylinder 17 and the second oil cylinder 22; the oil pressure in the first oil storage chamber 1 and the upper and lower oil cavities of the first oil cylinder 17 is controlled by the vehicle body height and suspension stiffness adjustable device 30, so that the vehicle can be in a lower vehicle body state when running on a good road at high speed, better riding comfort and better running safety are obtained, and the vehicle can be in a high vehicle body state when running on a bad road and has higher stiffness, and therefore, the suspension stiffness is increased while the vehicle body height is increased. However, the problems with this self-powered active suspension solution are: 1. only provides the structural scheme and the working method of the suspension, but to achieve the technical effect described by the scheme, the technical effect can be achieved only by depending on the parameter setting of each component, and the scheme does not refer to the determination method of the suspension parameters; 2. because the suspension space is limited and the automobile is required to be light, the value of the third mass of the suspension is limited, and therefore, the riding comfort and the driving safety of the automobile cannot be considered simultaneously under the condition that the value of the third mass of the suspension is limited.
Disclosure of Invention
The invention aims to solve the problems that no parameter determination method is provided for the conventional self-powered active suspension, and the limited third quality of the suspension cannot simultaneously take the riding comfort and the driving safety of an automobile into consideration, provides a parameter determination method for the self-powered active suspension which takes the riding comfort and the driving safety of the automobile into consideration, and provides a structure for designing the optimal self-powered active suspension which takes the riding comfort and the driving safety of the automobile into consideration by applying the parameter determination method and a working method of the suspension.
In order to achieve the purpose, the invention provides a self-powered active suspension parameter determination method which gives consideration to comfort and safetyThe technical scheme is as follows: wheel mass m based on original automobile1Vehicle body mass m2Equivalent wheel stiffness k1Suspension stiffness k20And suspension damping c20Establishing a dynamic equation of the original passive suspension of the automobile, and further comprising the following steps of:
step 1): simulating the dynamic equation of the original passive suspension to obtain the dynamic deformation weighting coefficient delta of the tire2And suspension dynamic deflection weighting coefficient delta3Constructing the comprehensive performance index J of the original passive suspension;
step 2): establishing a kinetic equation of the self-powered active suspension, and constructing a comfort mode evaluation index Z based on the kinetic equation of the self-powered active suspensionopt1；
Step 3): obtaining a dynamic equation of the self-powered active suspension in a comfort mode according to the dynamic equation of the self-powered active suspension;
step 4): according to the original passive suspension stiffness k20Setting traditional damping structure stiffness k in self-powered active suspensioncAccording to the wheel mass m1And mass m of the vehicle body2Setting of anti-resonance vibration reduction structure inertia capacity meAccording to the original passive suspension damping c20Damping damper c of traditional vibration damping structure under set comfort modeccRange of (c) and anti-resonance vibration damping structure damping in comfort mode2cA range of (d);
step 5): the series rigidity of the traditional vibration damping structure and the anti-resonance vibration damping structure is equal to the original passive suspension rigidity k20Constraint traditional vibration reduction structure rigidity kcAnd rigidity k of anti-resonance vibration reduction structure2Using the comfort mode evaluation index Z described in step 2)opt1Simulating the dynamic equation in the comfortable mode in the step 3) for the optimized objective function of the genetic algorithm, and optimizing to obtain the rigidity k of the traditional vibration reduction structurecAnti-resonance vibration reduction structure inerter meAnd traditional damping structure damping c under comfortable mode2cAnd anti-resonance vibration damping structure damping c under comfortable modeccSpecific value of (a), again according to the original passive suspension stiffness k20And passStiffness k of system vibration damping structurecCalculating the rigidity k of the anti-resonance vibration reduction structure2；
Step 6): increasing the weighting coefficient delta of the dynamic deformation of the tire in the step 1)2Obtaining an optimized objective function Z in a safe modeopt2；
Step 7): maintaining the conventional damping structure stiffness k described in step 5)cAnti-resonance vibration reduction structure rigidity k2Inertial volume m of anti-resonance vibration reduction structureeKeeping the traditional vibration reduction structure in the comfort mode damped c according to the dynamic equation in the comfort mode in the step 3) unchangedccChange to conventional damping of vibration-reducing structure in safe mode ccsDamping of anti-resonance vibration-damping structure in comfort mode2cAnti-resonance vibration reduction structure damping c under safe mode2sObtaining a kinetic equation under a safe mode;
step 8): according to the original passive suspension damping c20Setting the damping c of the conventional vibration-damping structure in the safety modecsAnti-resonance vibration reduction structure damping c under harmonic mode and safety mode2sA range of (d);
step 9): optimizing the objective function Z in the safety mode described in step 6)opt2Simulating the kinetic equation in the safe mode in the step 7) for optimizing the objective function of the genetic algorithm to obtain the damping c of the traditional vibration reduction structure in the safe modecsAnti-resonance vibration reduction structure damping c under harmonic mode and safety mode2sSpecific values of (a).
The invention relates to a self-powered active suspension which is designed by applying a parameter determination method and gives consideration to comfort and safety, and adopts the technical scheme that: the damping structure comprises a traditional damping structure and an anti-resonance damping structure which are connected in series from bottom to top, wherein the traditional damping structure comprises a first damping pipe, a first oil storage chamber and a first oil cylinder lower chamber lower part which are sequentially connected in series on the upper part of an upper chamber of a first oil cylinder through a hydraulic pipeline, and two ends of the first damping pipe are connected in parallel with a series oil circuit consisting of a second damping pipe and a first electromagnetic valve; the anti-resonance vibration reduction structure comprises an inerter-containing spiral pipe, a third damping pipe 31, a second oil storage chamber and the lower part of the lower chamber of the second oil cylinder which are sequentially connected in series through a hydraulic pipeline, wherein the upper part of the upper chamber of the second oil cylinder is connected with the lower part of the lower chamber of the second oil cylinder, and two ends of the third damping pipe are connected with a series oil way consisting of a fourth damping pipe and a second electromagnetic valve 32 in parallel; a suspension third mass is fixedly connected to the cylinder bodies of the first oil cylinder and the second oil cylinder; the first electromagnetic valve and the second electromagnetic valve are connected to the controller through control lines;
traditional damping structure damping c in safety mode according to self-powered active suspensioncsAnd conventional damping structure damping c in comfort modeccBy a constraint formula
Calculating the damping c of the second damping tubec2(ii) a Antiresonance damping structure damping c in comfort mode according to self-powered active suspension2cAnti-resonance vibration reduction structure damping c under harmonic mode and safety mode2sBy a constraint formula
Calculating the damping c of the fourth damping tube24(ii) a The damping of the first damping tube is equal to the damping c of the traditional vibration reduction structure in the safe modecsThe damping of the third damping tube is equal to the anti-resonance damping structure damping c in the safe mode2s。
The working method of the self-powered active suspension with both comfort and safety adopts the technical scheme that the working method comprises the following steps:
step A: the controller controls the first electromagnetic valve and the second electromagnetic valve to be closed, oil liquid circulation in the second damping pipe and the fourth damping pipe is cut off, and only the first damping pipe provides damping c of the traditional vibration damping structure in a safe mode for the traditional vibration damping structurecsThe third damping tube provides an anti-resonance vibration reduction structure c under a safe mode for the anti-resonance vibration reduction structure2sThe suspension works in a safe mode;
and B: the controller opens the first electromagnetic valve and the second electromagnetic valve, oil in the second damping pipe and the fourth damping pipe can circulate, and the first damping pipe and the second damping pipe are connected in parallel to provide damping c of the traditional vibration damping structure in a comfortable modeccThe third damping tube and the fourth damping tube are connected in parallel to provide anti-resonance in the comfort modeDamping c of vibration damping structure2cThe suspension is operated in a comfort mode.
After the technical scheme is adopted, the invention has the beneficial effects that:
1. under the condition that the third mass of the suspension is smaller, parameters of the self-powered active suspension are respectively optimized in two steps, five parameters of the traditional vibration damping structure rigidity, the anti-resonance vibration damping structure inertia capacity, the traditional vibration damping structure damping and the anti-resonance vibration damping structure damping in a comfortable mode are firstly determined, two parameters of the traditional vibration damping structure damping and the anti-resonance vibration damping structure damping in a safe mode are then determined, and two requirements of riding comfort and driving safety of an automobile are simultaneously considered.
3. This compromise comfortable and safe self-powered initiative suspension during operation, can switch between initial mode, safe mode, comfortable mode, can carry out the selection of these two kinds of mode of safe mode and comfortable mode according to the demand of the operating mode that the car traveles, ensure that the car obtains good riding comfort and security of traveling respectively.
4. When the self-powered active suspension with both comfort and safety works, only the second electromagnetic valve can be reserved, the opening and the disconnection of an oil way where the fourth damping pipe is located are controlled, the damping of the anti-resonance vibration reduction structure is adjusted, the first electromagnetic valve and the second damping pipe are omitted, the suspension structure is simplified by slightly sacrificing the riding comfort, and the manufacturing cost is reduced.
5. According to the self-powered active suspension with both comfort and safety, the oil in the second damping pipe and the oil in the fourth damping pipe which are small in size and easy to install are subjected to circulation opening and cutoff control, so that the two-stage hierarchical control of the damping of the traditional vibration damping structure and the damping of the anti-resonance vibration damping structure is realized, and the whole suspension can be subjected to the working selection of a safety mode and a comfort mode according to the driving working condition.
Drawings
FIG. 1 is a schematic diagram of the operation of an original passive suspension of an automobile;
fig. 2 is a structural diagram of a self-powered active suspension in chinese patent application No. 202111311617.1 entitled "height and rigidity adjustable self-powered active suspension and working method thereof";
in fig. 2: 1. a first oil and gas storage chamber; 11. a first bushing; 12. a wheel; 13. a first mounting lower bracket; 14. a first coil spring; 15. a first mounting upper bracket; 16. a first piston rod; 17. a first cylinder; 18. a suspension third mass; 19. an inerter helix tube; 20. a second adjustable throttle valve; 21. a second oil and gas storage chamber; 22. a second cylinder; 23. a second piston rod; 24. a second mounting upper bracket; 25. a second bushing; 26. a vehicle body; 27. a second coil spring; 28. a second mounting lower bracket; 29. and 30, a first adjustable throttle valve, and a device for adjusting the height of the vehicle body and the rigidity of the suspension.
FIG. 3 is a functional schematic diagram of the self-powered active suspension shown in FIG. 2;
in fig. 3: m is1The mass of the wheel; m is2The mass of the vehicle body; m iseInertia capacity of the anti-resonance vibration reduction structure; m iscSuspending a mass of a third mass; k is a radical of1Equivalent stiffness of the wheel; k is a radical of2Stiffness of the anti-resonance vibration damping structure; k is a radical ofcThe stiffness of a conventional damping structure; c. C2Damping of the anti-resonance vibration attenuation structure; c. CcDamping of conventional vibration damping structures; q. vertical input of uneven road surface; z is a radical of1Vertical displacement of the wheel 11; z is a radical of2Vertical displacement of the vehicle body 1; z is a radical ofcSuspension vertical displacement of the third mass.
FIG. 4 is a block diagram of a self-powered active suspension designed for comfort and safety using the method for determining parameters of a self-powered active suspension according to the present invention;
in fig. 4: 1. a first oil and gas storage chamber; 7. a first damper tube; 8. a first solenoid valve; 9. a second damping tube; 12. a wheel; 13. a controller; 14. a first coil spring; 16. a first piston rod; 17. a first cylinder; 18. a suspension third mass; 19. an inerter helix tube; 21. a second oil and gas storage chamber; 22. a second cylinder; 23. a second piston rod; 26. a vehicle body; 27. a second coil spring; 31. a third damping tube; 32. a second solenoid valve; 33. and a fourth damping tube.
Detailed Description
The invention relates to a parameter determination method of a self-powered active suspension with comfort and safety, which comprises the steps of firstly establishing a kinetic equation for describing the motion of an original passive suspension of an automobile and establishing a suspension comprehensive performance index of the original passive suspension of the automobile; establishing a dynamic model describing the self-powered active suspension, determining a mass value of a third mass of the suspension in the self-powered active suspension, establishing a comfort mode evaluation index as a first optimization objective function, and optimizing and determining 5 parameters of the traditional vibration damping structure rigidity, the anti-resonance vibration damping structure inertia capacity, the traditional vibration damping structure damping and the anti-resonance vibration damping structure damping in a comfort mode to complete first parameter optimization; and then maintaining the three parameters of the rigidity of the traditional vibration damping structure, the rigidity of the anti-resonance vibration damping structure and the inertia capacity of the anti-resonance vibration damping structure in the comfort mode unchanged, and constructing a comprehensive performance index of the suspension in the safety mode to serve as a second optimization objective function so as to optimize and determine the two parameters of the damping of the traditional vibration damping structure and the damping of the anti-resonance vibration damping structure in the safety mode. The method comprises the following specific steps:
step 1: the working principle of the original passive suspension of the automobile, m, is shown in figure 11As mass of the wheel, m2For vehicle body mass, k1Is the equivalent stiffness of the wheel, k20Is the original passive suspension stiffness, c20For the damping of an original passive suspension, according to the working principle of the original passive suspension of the automobile, a dynamic equation for describing the motion of the original passive suspension of the automobile is established as follows:
in the formula:
respectively, vertical displacement z of the wheel1The first and second derivatives of (a), i.e. the speed and acceleration of the wheel, respectively;
respectively the vertical displacement z of the vehicle body2The first and second derivatives of (a), i.e. the speed and acceleration of the vehicle body, respectively;
the first derivative of the vertical input q for rough road surfaces; n ismin、nmaxLower and upper cut-off frequencies, respectively, of the road space, respectively equal to 0.011m-1、2.83m-1；n0For reference spatial frequency, equal to 0.1m-1；Gq(n0) The coefficient of road surface unevenness; u is the vehicle speed; t is a time variable; w (t) is a white road noise signal; Δ s is the sampling interval.
Step 2: according to the actual state parameters of the automobile, the wheel mass m of the original passive suspension in the original dynamic model of the automobile can be determined1Vehicle body mass m2Equivalent wheel stiffness k1Original passive suspension stiffness k20Original passive suspension damping c20Specific values of (a). According to the common driving condition of the automobile, the road surface irregularity coefficient G in the dynamic equation can be determinedq(n0) And a vehicle speed u, taking the total running time T of the vehicle as 120s, performing vehicle dynamics simulation by adopting dynamic equations, namely equations (1), (2) and (3), and obtaining a tire dynamic deformation weighting coefficient delta according to a method provided by a literature (a method for determining a vehicle suspension LQG control weighting coefficient, vibration and impact, 2008(02):65-68+176.)2And suspension dynamic deflection weighting coefficient delta3。
And step 3: vertical displacement z of wheel according to original passive suspension1Vertical displacement z of the vehicle body2Vertical input q of rough road surface and weighting coefficient delta of dynamic deformation of tire2And suspension dynamic deflection weighting coefficient delta3Constructing the comprehensive performance index J of the original passive suspension:
in the formula: (z)1-q) is the dynamic deformation of the tyre; (z)2-z1) The suspension dynamic deflection is adopted; delta1For sprung mass acceleration weighting coefficients, δ is usually defaulted1Is 1.
And 4, step 4: the structure of the self-powered active suspension provided in chinese patent application No. 202111311617.1 entitled "height and rigidity adjustable self-powered active suspension and its working method" is shown in fig. 2, which includes a conventional damping structure and an anti-resonance damping structure, the working principle of which is shown in fig. 3, and according to the working principle, the dynamic equation describing the motion of the self-powered active suspension in a broad sense is established as follows:
in the formula: m is1Is the mass of the wheel 12; m is2The mass of the vehicle body 26; m iseIs an anti-resonance vibration reduction structure inertia capacity; m iscA mass that is a suspension third mass 18; k is a radical of1Is the equivalent stiffness of the wheel 12; k is a radical of2The rigidity of the anti-resonance vibration reduction structure; k is a radical ofcThe rigidity of the traditional vibration damping structure is improved; c. C2Damping for an anti-resonance vibration reduction structure; c. CcDamping for the traditional vibration reduction structure; q is the vertical input of the uneven road surface; z is a radical of1Is the vertical displacement, z, of the wheel 122Is the vertical displacement of the vehicle body 26; z is a radical ofcIs the vertical displacement of the third mass 18 of the suspension;
are each zcThe first and second derivatives, i.e. the velocity and acceleration of the suspension third mass 18.
And 5: determining the maximum value of the third mass of the suspension according to the installation space and the light weight requirement of the automobile suspension, namely the mass m of the third mass of the suspension in the dynamic model formula (6) of the self-powered active suspensioncAnd (4) determining.
Step 6: vertical displacement z of the body 26 in accordance with the kinetic equation for a self-powered active suspension2Constructing a comfort mode evaluation index of the suspension:
the comfort mode evaluation index Zopt1As a first optimization objective function.
And 7: the conventional damping structure damping c in the dynamic equations (5), (6), (7) of the self-powered active suspension will be described when the self-powered active suspension is switched in the comfort modecChanging into conventional damping structure damping c in comfort modeccDamping of anti-resonance vibration-damping structure c2The anti-resonance vibration attenuation structure is changed into a comfortable mode with the damping of c2cAfter such substitution, the kinetic equations (5), (6) and (7) describing the motion of the self-powered active suspension in the comfort mode are obtained from the kinetic equations (5-1), (6-1) and (7-1), respectively:
and 8: according to the original passive suspension stiffness k20To set the stiffness k of a conventional damping structure in a self-powered active suspensioncIn the range of [1.2k20 2k20]According to wheel mass m1And mass m of the vehicle body2To set the inertia capacity m of the anti-resonance vibration-damping structureeIn the range of [0.1m1 0.5m2]According to the original passive suspension damping c20To set the damping c of the traditional vibration damping structure in the comfort modeccIn the range of [0.1c20 2c20]And the anti-resonance vibration attenuation structure under the comfortable mode has the damping of c2cIn the range of [0.01c20 0.2c20]。
And step 9: aiming at the common driving condition of the automobile, the rigidity k of the original passive suspension is used20Based on the conventional damping structure stiffness k for self-powered active suspensioncAnd the rigidity k of the anti-resonance vibration reduction structure2The values are taken for constraint, so that the serial rigidity of the traditional vibration damping structure and the anti-resonance vibration damping structure is equal to the rigidity k of the original passive suspension20As shown in the following formula (9):
step 10: according to the conventional damping structure rigidity k set in step 8cAnti-resonance vibration reduction structure inerter meAnd traditional damping structure damping c under comfortable modeccAnti-resonance vibration reduction structure damping c in comfort mode2cIn the comfort mode evaluation index of the formula (8)
For optimizing objective function of genetic algorithm, the comfort mode evaluation index value is minimized, the dynamic equations (5-1), (6-1) (7-1) in comfort mode are used for automobile dynamic simulation, the existing software tool is used for first optimization, and the comfort mode evaluation index Z isopt1Obtaining the minimum, optimizing and obtaining the rigidity k of the traditional vibration damping structurecAnti-resonance vibration reduction structure inerter meMedicine for treating rheumatismTraditional vibration damping structure damping c under adaptive mode2cAnti-resonance vibration reduction structure damping c in comfort modeccSpecific values of (a).
By obtaining the rigidity k of the conventional vibration damping structurecAnd a constraint formula shown by the formula (9)
The rigidity k of the anti-resonance vibration attenuation structure can be obtained through calculation2Specific values of (a).
Thus, the rigidity k of the conventional vibration damping structure in the comfort mode is obtainedcAnti-resonance vibration reduction structure rigidity k2Anti-resonance vibration reduction structure inerter meDamping c of traditional vibration reduction structureccAnti-resonance vibration reduction structure damping c2cThe first optimization is done for the parameters in these five comfort modes.
Step 11: the comprehensive performance index of the original passive suspension according to the formula (4)
Increase the weighting coefficient delta of the dynamic deformation of the tire2Weighting coefficient delta for dynamic deformation of tire2By increasing the coefficient deltasIncrease of deltasMultiple, increase factor deltasThe optimization objective function Z of the self-powered active suspension in the safe mode can be obtained by selecting between 1 and 3 according to requirementsopt2I.e. suspension combination property index J in safe modesAs shown in the following formula (10):
step 12: maintaining the stiffness k of conventional vibration damping structurescAnti-resonance vibration reduction structure rigidity k2Anti-resonance vibration reduction structure inerter meThe three parameters are unchanged, and the traditional vibration damping structure in the comfort mode is damped according to the dynamic model in the comfort mode described by the formulas (5-1), (6-1) and (7-1) to obtain cccChange to conventional damping of vibration-reducing structure in safe mode ccsIn which the comfort mode is reversedDamping c of resonance vibration reduction structure2cAnti-resonance vibration reduction structure damping c under safe mode2sAfter such substitution, the kinetic equations (5-1), (6-1) (7-1) in the comfort mode are changed to kinetic equations in the safety mode as shown in the following formulas (5-2), (6-2) (7-2), respectively:
step 13: respectively setting the damping c of the traditional vibration damping structure in the safe modecsAnti-resonance vibration reduction structure damping c under harmonic mode and safety mode2sThe range of (A): according to the original passive suspension damping c20To set the damping c of the conventional vibration damping structure in the safety modecsAnti-resonance vibration reduction structure damping c under harmonic mode and safety mode2sAre all [ c ]20 2c20]。
Step 14: according to the set damping c of the conventional vibration damping structure in the safety mode set in step 13csAnti-resonance vibration reduction structure damping c under harmonic mode and safety mode2sRange [ c ] of20 2c20]An optimization objective function Z in the safe mode described by the equation (10)opt2Optimizing an objective function for a genetic algorithm to find an optimized objective function Zopt2In order to minimize, the existing software tool is adopted to carry out dynamics simulation according to the dynamics equations (5-2), (6-2) and (7-2) in the safe mode, the parameters of the self-powered active suspension are optimized for the second time, and Z is obtainedopt2Minimum, determine the traditional vibration damping structure damping c under the safe modecsAnti-resonance vibration reduction structure damping c under harmonic mode and safety mode2sSpecific values of (a).
Therefore, the self-powered initiative is determined through secondary optimizationTraditional damping structure rigidity k of suspension in different modescAnti-resonance vibration reduction structure rigidity k2And anti-resonance vibration reduction structure inerter meThese three specific values also determine the conventional damping c of the self-powered active suspension in comfort mode2cAnti-resonance vibration reduction structure damping c in comfort modeccThese two specific values, and the conventional damping of the self-powered active suspension in the safe mode, ccsAnti-resonance vibration reduction structure damping c under harmonic mode and safety mode2sThese two specific values are five specific values of the parameters, so that the parameters of stiffness and inertance are unchanged in the comfort mode and the safety mode, and only the damping parameter is changed.
The self-powered active suspension (hereinafter referred to as the "suspension of the present invention") which is designed based on the above-mentioned seven parameters of stiffness, inertia and damping and has both comfort and safety is designed, the designed suspension structure of the present invention is shown in fig. 4, the suspension of the present invention is improved on the basis of the self-powered active suspension provided by the chinese patent application No. 202111311617.1, named "height and stiffness adjustable self-powered active suspension and working method thereof" shown in fig. 2, and it can be known by comparing fig. 2 and 4: the main body part of the suspension of the invention still consists of a traditional damping structure and an anti-resonance damping structure, and the difference is that:
the adjustable device 30 for the height of the vehicle body and the rigidity of the suspension in fig. 2 is eliminated.
Secondly, the first adjustable throttle valve 29 for generating the damping of the conventional vibration damping structure in FIG. 2 is modified into the first damping pipe 7 and the second damping pipe 9 in FIG. 4, namely the conventional vibration damping structure of the suspension of the invention generates the damping by the first damping pipe 7 and the second damping pipe 9;
thirdly, the second adjustable throttle valve 20 for generating the anti-resonance vibration damping structure in fig. 2 is modified into a third damping pipe 31 and a fourth damping pipe 33 in fig. 4, namely, the anti-resonance vibration damping structure of the suspension of the invention generates damping by the third damping pipe 31 and the fourth damping pipe 33.
The improved suspension of the invention has the specific structure that:
the present invention is suspended between the wheel 12 and the vehicle body 26 above the wheel 12, and is a series of a conventional vibration damping structure and an anti-resonance vibration damping structure from the bottom up. The traditional vibration damping structure is provided with a first spiral spring 14, a first oil storage chamber 15, a first damping pipe 7 and a first oil cylinder 17, wherein the first oil cylinder 17 is arranged up and down, the upper end of a first piston rod 16 is a piston end, the piston end extends upwards into the first oil cylinder 17 to divide the first oil cylinder 17 into an upper closed oil cavity and a lower closed oil cavity, and oil liquid is stored in the upper oil cavity and the lower oil cavity; go up cavity upper portion and establish ties first damping tube 7, first oil storage gas chamber 5 and first hydro-cylinder 17 lower chamber lower part in proper order through hydraulic line, the series connection oil circuit that second damping tube 9 and first solenoid valve 8 are constituteed is connected in parallel at first damping tube 7 both ends, forms the damping of traditional vibration damping structure and adjusts the oil circuit. The lower end of the first piston rod 16 is a rod end, and the lower end of the first piston rod 16 extends downwards out of the first oil cylinder 17 and is fixedly connected with a wheel 121 below. A first spiral spring 14 is arranged in a space above the wheel 12 and the first oil cylinder 17, the first spiral spring 14 is arranged up and down, the lower end of the first spiral spring 14 is fixedly connected to the lower end of a first piston rod 16, and the upper end of the first spiral spring 14 is rigidly connected with the cylinder body of the first oil cylinder 17.
The anti-resonance vibration reduction structure is provided with a second spiral spring 27, an inerter spiral tube 19, a third damping tube 31, a second oil storage chamber 21 and a second oil cylinder 22, the second oil cylinder 22 is arranged up and down, the lower end of a second piston rod 23 is a piston end, the piston end extends downwards into the second oil cylinder 22 to divide the second oil cylinder 22 into an upper closed oil chamber and a lower closed oil chamber, and oil liquid is stored in the upper oil chamber and the lower oil chamber; the upper part of the upper chamber of the second oil cylinder 22 is connected with the inerter spiral tube 19, the third damping tube 31, the second oil storage chamber 21 and the lower part of the lower chamber of the second oil cylinder 22 in series in sequence through hydraulic pipelines, and the two ends of the third damping tube 31 are connected with a series oil circuit formed by the fourth damping tube 33 and the second electromagnetic valve 32 in parallel to form a damping adjusting oil circuit of an anti-resonance vibration damping structure. The upper end of the second piston rod 23 is a rod end which extends upwards out of the second cylinder 22 and is fixedly connected with the vehicle body 26. A second coil spring 27 is disposed in a space below the vehicle body 26 and the second cylinder 22, an upper end of the second coil spring 27 is fixedly connected to an upper end of the second piston rod 23, and a lower end of the second coil spring 27 is rigidly connected to a cylinder body of the second cylinder 22.
The second oil cylinder 22 is positioned above the first oil cylinder 17, the central axes of the two oil cylinders are collinear, and the bottoms of the two oil cylinders are fixedly connected into a whole after being attached face to face from top to bottom. A third suspension mass 18 is fixedly connected to the cylinder bodies of the first cylinder 17 and the second cylinder 22.
The first electromagnetic valve 8 and the second electromagnetic valve 32 are connected to the controller 13 through control lines, the controller 13 can control the first electromagnetic valve 8 to be closed, and cut off the oil path circulation of the second damping tube 9, at the moment, only the first damping tube 7 provides large damping for the traditional vibration damping structure, the first electromagnetic valve 8 can also be controlled to be opened, the oil path circulation of the second damping tube 9 is, at the moment, the first damping tube 7 and the second damping tube 9 are connected in parallel to provide small damping for the traditional vibration damping structure.
The controller 13 can control the second electromagnetic valve 33 to close, so as to cut off the oil passage where the fourth damping pipe 33 is located, and at this time, only the third damping pipe 31 provides large damping for the anti-resonance vibration damping structure. The second electromagnetic valve 16 can also be controlled to open, so that the oil path where the fourth damping pipe 33 is located is circulated, and at the moment, the third damping pipe 31 and the fourth damping pipe 33 are connected in parallel to provide small damping for the anti-resonance vibration reduction structure.
It is also within the scope of the invention to provide a damping bore on the piston on the first piston rod 13 instead of the first damping tube 7.
According to the parameter optimization result in the safe mode, the damping of the first damping tube 7 and the damping of the third damping tube 31 are respectively designed, specifically:
1. damping by conventional vibration-damping structures in the safety mode ccsDetermining the damping of the first damping tube 7: the damping of the first damping tube 7 is equal to the damping c of the conventional vibration damping structure in the safe modecs。
2. Damping of anti-resonance vibration attenuation structure in safe mode2sDetermining the damping of the third damping tube 31: the damping of the third damping tube 31 is equal to the anti-resonance damping structure damping c in the safe mode2s。
3. Traditional damping structure damping c in safety mode according to self-powered active suspensioncsAnd comfortDamping of traditional vibration reduction structure under mode cccBy a constraint formula
The damping c of the second damping tube 9 is calculatedc2。
4. Antiresonance damping structure damping c in comfort mode according to self-powered active suspension2cAnti-resonance vibration reduction structure damping c under harmonic mode and safety mode2sBy a constraint formula
The damping c of the fourth damping tube 33 is calculated24。
Four parameters of the first damper tube 7, the second damper tube 9, the third damper tube 31 and the fourth damper tube 33 in the suspension of the present invention are thus determined.
As shown in FIG. 4, when the suspension works, the automobile works in the initial mode and the safe mode, the controller 13 controls the first solenoid valve 8 and the second solenoid valve 32 to be kept closed, the circulation of the oil path where the second damping pipe 9 and the fourth damping pipe 33 are located is cut off, and the first damping pipe 7 only provides the damping c of the traditional vibration damping structure in the safe mode for the traditional vibration damping structurecsThe anti-resonance vibration damping structure c in the safe mode is provided for the anti-resonance vibration damping structure only by the third damping tube 312sThe damping device has the advantages that the traditional damping structure and the anti-resonance damping structure provide large damping, so that the whole suspension works in a safe mode, and the automobile obtains good driving safety.
When the driver switches the working state of the suspension of the invention from the safe mode to the comfortable mode, the controller 13 opens the first solenoid valve 8 and the second solenoid valve 32 to allow the oil paths of the second damping pipe 9 and the fourth damping pipe 33 to circulate, and the first damping pipe 7 and the second damping pipe 9 are connected in parallel to provide the damping c of the traditional damping structure in the comfortable modeccThe third damping tube 31 and the fourth damping tube 33 are connected in parallel to provide the damping c of the anti-resonance vibration absorption structure in the comfort mode2cThe traditional vibration damping structure and the anti-resonance vibration damping structure provide small damping, so that the whole suspension works in a comfortable mode, and the automobile can get good ridingAnd (4) comfort.
When a driver switches the working state of the suspension of the invention from a comfortable mode to a safe mode, the controller 13 controls the first electromagnetic valve 8 and the second electromagnetic valve 16 to be closed, and cuts off the oil passage circulation of the second damping pipe 9 and the fourth damping pipe 33, so that the whole suspension works in the safe mode, and the automobile obtains good driving safety.
Claims (10)
1. A self-powered active suspension parameter determination method considering both comfort and safety is based on the wheel mass m of an original automobile1Vehicle body mass m2Equivalent wheel stiffness k1Suspension stiffness k20And suspension damping c20Establishing a dynamic equation of the original passive suspension of the automobile, which is characterized by also comprising the following steps:
step 1): simulating the dynamic equation of the original passive suspension to obtain the dynamic deformation weighting coefficient delta of the tire2And suspension dynamic deflection weighting coefficient delta3Constructing the comprehensive performance index J of the original passive suspension;
step 2): establishing a kinetic equation of the self-powered active suspension, and constructing a comfort mode evaluation index Z based on the kinetic equation of the self-powered active suspensionopt1；
Step 3): obtaining a dynamic equation of the self-powered active suspension in a comfort mode according to the dynamic equation of the self-powered active suspension;
step 4): according to the original passive suspension stiffness k20Setting traditional damping structure stiffness k in self-powered active suspensioncAccording to the wheel mass m1And mass m of the vehicle body2Setting of anti-resonance vibration reduction structure inertia capacity meAccording to the original passive suspension damping c20Damping damper c of traditional vibration damping structure under set comfort modeccRange of (c) and anti-resonance vibration damping structure damping in comfort mode2cA range of (d);
step 5): the series rigidity of the traditional vibration damping structure and the anti-resonance vibration damping structure is equal to the original passive suspension rigidity k20Constraint traditional vibration reduction structure rigidity kcAnd rigidity k of anti-resonance vibration reduction structure2Using the comfort mode evaluation index Z described in step 2)opt1Simulating the dynamic equation in the comfortable mode in the step 3) for the optimized objective function of the genetic algorithm, and optimizing to obtain the rigidity k of the traditional vibration reduction structurecAnti-resonance vibration reduction structure inerter meAnd traditional damping structure damping c under comfortable mode2cAnd anti-resonance vibration damping structure damping c under comfortable modeccSpecific value of (a), again according to the original passive suspension stiffness k20And the stiffness k of the conventional vibration damping structurecCalculating the rigidity k of the anti-resonance vibration reduction structure2；
Step 6): increasing the weighting coefficient delta of the dynamic deformation of the tire in the step 1)2Obtaining an optimized objective function Z in a safe modeopt2；
Step 7): maintaining the conventional damping structure stiffness k described in step 5)cAnti-resonance vibration reduction structure rigidity k2Inertial volume m of anti-resonance vibration reduction structureeKeeping the traditional vibration reduction structure in the comfort mode damped c according to the dynamic equation in the comfort mode in the step 3) unchangedccChange to conventional damping of vibration-reducing structure in safe mode ccsDamping of anti-resonance vibration-damping structure in comfort mode2cAnti-resonance vibration reduction structure damping c under safe mode2sObtaining a kinetic equation under a safe mode;
step 8): according to the original passive suspension damping c20Setting the damping c of the conventional vibration-damping structure in the safety modecsAnti-resonance vibration reduction structure damping c under harmonic mode and safety mode2sA range of (d);
step 9): optimizing the objective function Z in the safety mode described in step 6)opt2Simulating the kinetic equation in the safe mode in the step 7) for the optimized objective function of the genetic algorithm, and optimizing to obtain the damping c of the traditional vibration reduction structure in the safe modecsAnti-resonance vibration reduction structure damping c under harmonic mode and safety mode2sSpecific values of (a).
2. Comfort and safety self-powered active suspension parameter determination as claimed in claim 1The method is characterized by comprising the following steps: the comprehensive performance index of the original passive suspension in the step 1)
T is total travel time, delta1Is a sprung mass acceleration weighting coefficient, z1For vertical displacement of the wheel, z2In order to vertically displace the vehicle body,
is z2Q is the vertical input to the rough road surface and t is the time variable.
3. A method for determining a self-powered active suspension parameter for both comfort and safety as claimed in claim 1, wherein: the dynamic equation of the self-powered active suspension motion in the step 2) is as follows:
m1is the wheel mass; m is2The vehicle body mass; m iseIs an anti-resonance vibration reduction structure inertia capacity; m iscA mass that is a third mass of the suspension; k is a radical of1Is the equivalent stiffness of the wheel; k is a radical of2The rigidity of the anti-resonance vibration reduction structure; k is a radical ofcThe rigidity of the traditional vibration damping structure is improved; c. C2Damping for an anti-resonance vibration reduction structure; c. CcDamping for the traditional vibration reduction structure; q is the vertical input of the uneven road surface; z is a radical of1Is the vertical displacement, z, of the wheel2Is the vertical displacement of the vehicle body; z is a radical ofcAs a third mass of the suspensionVertical displacement of (a);
are each zcFirst and second derivatives of;
are each z1First and second derivatives of;
are each z2First and second derivatives of (a).
4. A method of determining a self-powered active suspension parameter for both comfort and safety as claimed in claim 3, wherein: and the third mass of the suspension in the self-powered active suspension is the maximum value according to the installation space and the light weight requirement of the automobile suspension.
5. A method for determining a self-powered active suspension parameter for both comfort and safety as claimed in claim 1, wherein: comfort mode evaluation index in step 2)
z2In order to vertically displace the vehicle body,
is z2T is the total time of travel and T is a time variable.
6. A method for determining a self-powered active suspension parameter for both comfort and safety as claimed in claim 1, wherein: conventional damping structure stiffness k in self-powered active suspension in step 4)cIn the range of [1.2k202k20]Inerter m of anti-resonance vibration reduction structureeIn the range of [0.1m10.5m2]Damping of conventional vibration-damping structure in comfort mode cccIn the range of [0.1c202c20]The anti-resonance vibration damping structure under the comfortable mode has damping of c2cIn the range of [0.01c200.2c20](ii) a Damping c of conventional vibration damping structure in safety mode in step 8)csAnti-resonance vibration reduction structure damping c under harmonic mode and safety mode2sAll ranges of [ c ]202c20]。
7. A method for determining a self-powered active suspension parameter for both comfort and safety as claimed in claim 1, wherein: in step 6), the objective function is optimized in the safe mode
z1For vertical displacement of the wheel, z2Vertical displacement of the vehicle body; t is total driving time, T is time variable, q is vertical input of uneven road surface, delta1Is a sprung mass acceleration weighting coefficient, delta2Weighting coefficients, δ, for dynamic deformation of the tyre3Is a suspension dynamic deflection weighting system.
8. A self-powered active suspension system designed by the method of claim 1 and having both comfort and safety, comprising a conventional damping structure and an anti-resonance damping structure connected in series from bottom to top, wherein: the traditional vibration reduction structure comprises an upper part of an upper chamber of a first oil cylinder (17) which is sequentially connected in series with a first damping pipe (7), a first oil and gas storage chamber 5 and a lower part of a lower chamber of the first oil cylinder (17) through a hydraulic pipeline, and two ends of the first damping pipe (7) are connected in parallel with a series oil circuit consisting of a second damping pipe (9) and a first electromagnetic valve (8); the anti-resonance vibration reduction structure comprises an upper chamber of a second oil cylinder (22), an inerter-condenser spiral tube (19), a third damping tube (31), a second oil storage chamber (21) and a lower chamber of the second oil cylinder (22) which are sequentially connected in series through a hydraulic pipeline, and two ends of the third damping tube (31) are connected in parallel with a series oil way formed by a fourth damping tube (33) and a second electromagnetic valve (32); a suspension third mass (18) is fixedly connected to the cylinder bodies of the first oil cylinder (17) and the second oil cylinder (22); the first electromagnetic valve (8) and the second electromagnetic valve (32) are connected to the controller (13) through control lines;
traditional damping structure damping c in safety mode according to self-powered active suspensioncsAnd conventional damping structure damping c in comfort modeccBy a constraint formula
Calculating the damping c of the second damping tube (9)c2(ii) a Antiresonance damping structure damping c in comfort mode according to self-powered active suspension2cAnti-resonance vibration reduction structure damping c under harmonic mode and safety mode2sBy a constraint formula
The damping c of the fourth damping tube (33) is calculated24(ii) a The damping of the first damping tube (7) is equal to the damping c of the traditional vibration damping structure in the safe modecs(ii) a The damping of the third damping tube (31) is equal to the anti-resonance vibration reduction structure damping c in the safe mode2s。
9. A self-powered active suspension for both comfort and safety as recited in claim 8, wherein: instead of the first damping tube (7), a damping bore is provided on the piston on the first piston rod (13).
10. A method of operating a self-powered active suspension for both comfort and safety as set forth in claim 8, comprising the steps of:
step A: the controller (13) controls the first electromagnetic valve (8) and the second electromagnetic valve (32) to be closed, oil passage circulation where the second damping pipe (9) and the fourth damping pipe (33) are located is cut off, and the first damping pipe (7) provides damping c of the traditional vibration damping structure in a safe mode for the traditional vibration damping structurecsThe third damping tube (31) provides an anti-resonance vibration damping structure c under a safe mode for the anti-resonance vibration damping structure2sThe suspension works in a safe mode;
and B: the controller (13) opens the first electromagnetic valve (8) and the second electromagnetic valve (32), the oil paths of the second damping pipe (9) and the fourth damping pipe (33) are communicated, and the first damping pipe (7) and the second damping pipe (9) are communicated) Parallel connection for providing damping c of traditional vibration damping structure in comfort modeccThe third damping pipe (31) and the fourth damping pipe (33) are connected in parallel to provide damping c of the anti-resonance vibration attenuation structure in the comfort mode2cThe suspension is operated in a comfort mode.
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| EP0542865A1 (en) * | 1990-08-10 | 1993-05-26 | Saab Scania Ab | A suspension system with improved resonance damping and a method for regulating the suspension system. |
| CN110001334A (en) * | 2019-03-05 | 2019-07-12 | 江苏大学 | The structure and control parameter coordination design method of two-stage damping Active suspension |
| CN113183705A (en) * | 2021-06-11 | 2021-07-30 | 尨腾汽车科技(南京)有限公司 | Secondary vibration reduction active suspension with function not lost after fault and working method |
| CN113619342A (en) * | 2021-06-11 | 2021-11-09 | 尨腾汽车科技(南京)有限公司 | Intermediate frequency anti-resonance frequency adjustable three-level vibration reduction passive suspension and working method thereof |
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2021
- 2021-12-03 CN CN202111463573.4A patent/CN114254434B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0542865A1 (en) * | 1990-08-10 | 1993-05-26 | Saab Scania Ab | A suspension system with improved resonance damping and a method for regulating the suspension system. |
| CN110001334A (en) * | 2019-03-05 | 2019-07-12 | 江苏大学 | The structure and control parameter coordination design method of two-stage damping Active suspension |
| CN113183705A (en) * | 2021-06-11 | 2021-07-30 | 尨腾汽车科技(南京)有限公司 | Secondary vibration reduction active suspension with function not lost after fault and working method |
| CN113619342A (en) * | 2021-06-11 | 2021-11-09 | 尨腾汽车科技(南京)有限公司 | Intermediate frequency anti-resonance frequency adjustable three-level vibration reduction passive suspension and working method thereof |
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