CN104015582A - Automotive energy-regenerative active suspension system with rigidity and damping variable - Google Patents
Automotive energy-regenerative active suspension system with rigidity and damping variable Download PDFInfo
- Publication number
- CN104015582A CN104015582A CN201410272903.5A CN201410272903A CN104015582A CN 104015582 A CN104015582 A CN 104015582A CN 201410272903 A CN201410272903 A CN 201410272903A CN 104015582 A CN104015582 A CN 104015582A
- Authority
- CN
- China
- Prior art keywords
- suspension
- electric motors
- linear electric
- control
- energy regenerative
- 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
Links
Abstract
The invention discloses an automotive energy-regenerative active suspension system with rigidity and damping variable. The suspension system comprises a suspension variable-rigidity mechanism, a suspension energy-regenerative mechanism and an active suspension control system. The suspension variable-rigidity mechanism comprises a low-rigidity spring, a magneto-rheological damper and a high-rigidity spring. The suspension energy-regenerative mechanism is formed by bi-directionally connecting a linear motor, an energy-regenerative circuit and a storage battery in sequence. The active suspension control system includes a controller. The data input end of the controller is connected with a vibration measuring and processing circuit. The magneto-rheological damper and the control input end of the linear motor are respectively connected with the control output end of the controller. The suspension system can automatically adjust the damping and rigidity at the same time, so that the good steering stability and ride comfort of a finished automobile are achieved; the control system is high in response speed; energy consumption is substantially lowered, and therefore the economy requirement of the finished automobile is met; moreover, the structure and a control algorithm are simple, working is stable and reliable, service life is long, and the suspension system can be conveniently applied to an existing automotive suspension so that real-time control can be achieved.
Description
Technical field
The present invention relates to a kind of automobile suspension system, more particularly, the particularly automobile energy regenerative active suspension system of a kind of stiffness variable and damping.
Background technology
Automobile suspension system has a significant impact performances such as car load riding comfort, road-holding property, and therefore, suspension system is widely studied in recent years.At present, suspension system can be divided into passive suspension, semi-active suspension and active suspension three classes.Passive suspension is traditional full mechanical suspension system, and it has simple in structure, dependable performance, cost is low, does not need the advantages such as additional energy, thereby is most widely used; But also there are car load riding comfort and road-holding property the shortcoming such as can not take into account.Semi-active suspension substitutes the active member of actuating unit with passive device passive but that parameter is adjustable (being generally damping element), can partly improve travelling comfort and road-holding property, its performance is better than passive suspension, controlling in quality close to active suspension, and simple in structure, waste of power is little, cost is low, is the technology that middle and high end vehicle is generally applied in the market.Active suspension is the most advanced at present suspension technology, the machinery that active suspension comprises series of complex and electrified structure, can the realize ideal design objective of suspension, can take into account the requirement of car load riding comfort and road-holding property, but in view of its cost is high, complex structure, the shortcomings such as complete vehicle quality increase, are therefore only being used in insensitive high-end vehicle price and cost at present; And active suspension actuating unit lot of energy, cause car load economy generally lower.
MR damper is to realize (partly) active suspension system damping adjustable a kind of On A Retrofitted Damper in real time.Different with traditional fluid pressure type damper, magnetic flow liquid is a kind of intellectual material, when doing the used time without externally-applied magnetic field, presents low-viscosity Newtonian fluid characteristic; Under strong magnetic field action, (Millisecond) apparent viscosity (AV) increases by two more than the order of magnitude at short notice, the fluid behaviour that presents heavy body, lazy flow, and this variation is reversible, continuous, controlled, and the MR damper that adopts this material to make has the advantages such as dumping force is large, variable range is wide, be swift in response.Structure of the linear motion actuator is compact, watt loss is little, rapid traverse speed is high, acceleration/accel is high, high speed is good; Directly contact of nothing between the mover of linear electric motors (elementary) and stator (secondary), stator and mover are rigid element, thereby guarantee the quietness (effectively reducing vehicle noise) of linear electric motors motion and the high rigidity of integrated model nucleus movement parts; Comprehensively see, that linear electric motors have is simple in structure, highly sensitive, positioning precision is high, safe and reliable, speed of response is fast, servo-actuated property is good, freedom from repairs and the advantage such as motion artifacts is low, the life-span is long.
At present conventional active suspension form all realizes by structures such as air bellow, two-way cylinder and high-speed response fluid-controlled valve direct-couplings mostly, but they all respond slowly, complex structure, volume are large, the shortcoming such as more than institute's energy requirement; There is the problems such as complex structure, poor reliability, stiffness tuning difficulty in existing linear electric motors active suspension simultaneously; Also there are some active suspensions to use MR damper, but all can not realize the adjustable in real time of rigidity and damping.
Summary of the invention
Technical matters to be solved by this invention is to provide the automobile energy regenerative active suspension structure of a kind of stiffness variable and damping, and further object is automatic damping adjusting and rigidity, realizes road-holding property and ride comfort that car load is good; Further object is to use linear electric motors energy regenerative mechanism as damper impact-absorbing vibrational energy.This system energy resource consumption significantly reduces, and meets the requirement of car load economy; And control structure is simple, working stability is reliable, and long service life can be applied on existing automotive suspension easily, realizes in real time and controlling.
For addressing the above problem, the present invention adopts following technical scheme:
An automobile energy regenerative active suspension system for stiffness variable and damping, comprises that suspension becomes rigidity mechanism, suspension energy regenerative mechanism and Active suspension control device; Described suspension becomes rigidity mechanism and comprises the first rigid spring, MR damper and the second rigid spring being arranged between the lower swing arm of vehicle body and independent suspension or the vehicle bridge of dependent suspension; Described the first rigid spring and the series connection of the second rigid spring; Described suspension energy regenerative mechanism comprises linear electric motors, energy regenerative circuit and the storage battery of two-way connection successively, and described linear electric motors are located between the lower swing arm of vehicle body and independent suspension or the vehicle bridge of dependent suspension; Described Active suspension control device input body vibrations signal and vehicle bridge or unsteadiness of wheels signal, controller output MR damper control signal and linear electric motors control signal.
As further preferred, the piston rod upper end of described MR damper is connected with described vehicle body by a butt flange, described the first rigid spring is enclosed within MR damper outside and leans described butt flange, a sleeve is fixed in the outside that is positioned at the first rigid spring in vehicle body bottom surface, the lower end of described MR damper connects a undersetting and undersetting is positioned at sleeve bearing fit, described the second rigid spring upper end is stuck in undersetting lower end, the second rigid spring lower end is stuck on a spring bearing, and described spring bearing is hinged in the lower swing arm of independent suspension or the vehicle bridge of dependent suspension.
As further preferred, described linear electric motors top is fixed on the stepped hole place of described vehicle body by Rubber shock-absorbing pad and annular pressing plate, described linear electric motors are hinged in the lower swing arm of independent suspension or the vehicle bridge of dependent suspension through stepped hole and the linear electric motors lower end of described vehicle body.
As further preferred, described energy regenerative circuit comprises current rectifying and wave filtering circuit and two-way DC/DC changer, and described linear electric motors, current rectifying and wave filtering circuit, two-way DC/DC changer and storage battery are realized two-way connection by wire successively.
As further preferred, the control policy of described controller comprises ceiling control algorithm and LQR optimal control algorithm; Ceiling control algorithm regulation and control MR damper dumping force; LQR optimal control algorithm regulation and control linear electric motors are used as power.
As further preferred, described oscillator measurement treatment circuit is divided into body vibrations and measures passage and vehicle bridge or unsteadiness of wheels measurement passage.
As further preferred, described body vibrations is measured passage and is comprised the first acceleration pick-up, first signal amplifier and the RMS circuit connecting successively, and a described RMS circuit signal mouth is connected with the data input pin of controller; Described vehicle bridge or unsteadiness of wheels are measured passage and are also comprised the second acceleration pick-up, secondary signal amplifier and the 2nd RMS circuit connecting successively, and described the 2nd RMS circuit signal mouth is connected with the data input pin of controller by A/D converter.
As further preferred, the positive and negative pattern that judges linear electric motors of the product that energy regenerative circuit is used as power by judgement suspension speed and linear electric motors, when being positive number or zero, linear electric motors are electric motor mode; When being negative, linear electric motors are generator mode.
As further preferred, described controller output connects dumping force control channel and the control channel that is used as power; Described dumping force control channel and the control channel that is used as power comprise respectively a power amplifier; Described power amplifier be by the variable gain amplifier of connecting successively, PMW pulse width modulator and switch mosfet power amplifier and be connected in parallel on the current output terminal of switch mosfet power amplifier and the input end of variable gain amplifier between Current Negative Three-Point Capacitance amplifier form; Described switch mosfet power amplifier output regulates electric current, and described variable gain amplifier input end receives dumping force or the control signal that is used as power, and Current Negative Three-Point Capacitance amplifier is by the input end that regulates current feedback to variable gain amplifier.
As further preferred, the rigidity of described the first rigid spring is less than the rigidity of the second rigid spring.
The invention has the beneficial effects as follows:
1. because Active suspension control system can Real-time Collection vehicle body by its vehicle body and vehicle bridge (or wheel) oscillator measurement passage and the Oscillation Amplitude signal of vehicle bridge (or wheel), then can the rigidity of real-time monitoring suspension system and being used as power of linear electric motors according to the vibration signal gathering and the control program that prestores by controller.Therefore this suspension system energy while automatic damping adjusting and rigidity, realize road-holding property and ride comfort that car load is good;
2. control system speed of response is fast.Due in Active suspension control system, each oscillator measurement passage and control channel all complete the processes such as collection, computing, adjusting independently, automatically, the electric current can continuous wave output rule changing by dumping force control channel, controls for the dumping force to MR damper; The electric current that the same control channel of passing through to be used as power can continuous wave output rule changes, for the control that is used as power to linear electric motors.Therefore Active suspension control system response speed is fast, can be within the extremely short time MR damper dumping force and linear electric motors is used as power to make exactly to regulate.
3. pass through suspension energy regenerative mechanism as damper impact-absorbing vibrational energy, can become electrical power storage in storage battery the energy Partial Conversion of damping element consumption in the passive suspension system of tradition, saved the energy resource consumption of active suspension, this system energy resource consumption is significantly reduced, meet the requirement of car load economy.
4. structure and control algorithm are simple, and working stability is reliable, and long service life can be applied on existing automotive suspension easily, realize in real time and controlling.
Accompanying drawing explanation
Fig. 1 is structure composition frame chart of the present invention.
Fig. 2 is the mounting structure schematic diagram of the present invention and 1/4th car bodies.
Fig. 3 is the electrical schematic diagram of signal amplifier of the present invention.
Fig. 4 is suspension energy regenerative mechanism principle composition frame chart of the present invention.
Fig. 5 is the Active suspension control block diagram of system of the present invention.
In figure: oscillator measurement treatment circuit C, controller D, power amplifier E, energy regenerative circuit F, storage battery G, the first acceleration pick-up I, the second acceleration pick-up J, spring carried mass M, nonspring carried mass m, vehicle body 1, Rubber shock-absorbing pad 2, bolt 3, linear electric motors 4, annular pressing plate 5, plain bearing 6, screw 7, bolt with flange 8, piston rod screw 9, little spring upper bracket 10, butt flange 11, rubber coating 12, sleeve 13, little rigid spring 14, MR damper 15, little spring undersetting 16, attaching screw 17, undersetting 18, large rigid spring 19, rubber bar 20, spring bearing 21, straight pin 22, lower swing arm or vehicle bridge 23, bearing pin 24, current amplification circuit 25, pga circuit 26.
The specific embodiment
As depicted in figs. 1 and 2, the automobile energy regenerative active suspension system of a kind of stiffness variable the present invention relates to and damping, comprises that suspension becomes rigidity mechanism, suspension energy regenerative mechanism and Active suspension control system three parts.Described suspension becomes rigidity mechanism and comprises the little rigid spring 14 that is arranged in up and down between spring carried mass M (being vehicle body 1) and nonspring carried mass m (being the lower swing arm of independent suspension or the vehicle bridge of dependent suspension 23), MR damper 15 (or being called MR vibration damper) and rigid spring 19 greatly, and it is example that the present embodiment nonspring carried mass m be take the lower swing arm 23 of independent suspension; The piston rod upper end of described MR damper 15 is by the affixed butt flange 11 of piston rod screw 9, and described butt flange 11 is fixed on vehicle body 1 bottom surface by bolt with flange 8.At butt flange 11 lower surfaces, be welded with little spring upper bracket 10, described little rigid spring 14 is enclosed within MR damper 15 outsides and upper end is stuck in little spring upper bracket 10 for leaning described butt flange 11 and vehicle body 1, between little rigid spring 14 upper ends and the piston rod of MR damper 15, be provided with rubber coating 12, the piston rod interference fit of rubber coating 12 and MR damper 15 and abutting against in little spring upper bracket 10; Cylinder barrel bottom in MR damper 15 is welded with little spring undersetting 16, and described little rigid spring 14 lower ends are stuck in little spring undersetting 16.In vehicle body 1 bottom surface, be positioned at a sleeve 13 of the fixing welding in outside of little rigid spring 14, the cylinder barrel lower end of described MR damper 15 connects a undersetting 18 by attaching screw 17, and this undersetting 18 is provided with plain bearing 6 at the interior bearing fit of sleeve 13 and between undersetting 18 and sleeve 13.Described large rigid spring 19 upper ends are stuck in undersetting 18 lower port, and large rigid spring 19 lower ends are stuck on a spring bearing 21, and described spring bearing 21 is hinged on the lower swing arm 23 of independent suspension by a straight pin 22.In spring bearing 21 upper surfaces, be positioned at large rigid spring 19 and be fixed with rubber bar 20, for the compression stroke of controlling suspension in rational scope.
As shown in Figure 1, described suspension energy regenerative mechanism comprises linear electric motors 4, energy regenerative circuit F and the storage battery G that realizes successively two-way connection by wire.As shown in Figure 2, described linear electric motors 4 are located between the lower swing arm of vehicle body 1 and independent suspension or the vehicle bridge of dependent suspension 23; Described linear electric motors 4 tops are connected with Rubber shock-absorbing pad 2 by four bolts 3, described Rubber shock-absorbing pad 2 is stuck in the stepped hole of described vehicle body 1 and by annular pressing plate 5 and screw 7, is fixed on the stepped hole place of described vehicle body 1, described linear electric motors 4 by the stepped hole of described vehicle body 1 through and linear electric motors 4 lower ends by bearing pin 24, be hinged in the lower swing arm of independent suspension or the vehicle bridge of dependent suspension 23, the present embodiment be take independent suspension as example.As shown in Figure 4, described energy regenerative circuit F comprises current rectifying and wave filtering circuit and two-way DC/DC changer, and described linear electric motors 4, current rectifying and wave filtering circuit, two-way DC/DC changer and storage battery G realize two-way connection by two wires successively.
As further preferred, by the internal mechanical position limiting structure of linear electric motors 4, can limit maximum compression and the extension stroke of this suspension system, thereby guaranteed to be suspended in the stroke section work of safe and reasonable, the limit that this structure can reach straight limit motor 4 in suspension start process is used as power and the effect of recuperated energy.
As shown in Figure 5, described Active suspension control system is by described storage battery G power supply and comprise a controller D who is used as power for controlling MR damper 15 dumping forces and linear electric motors 4, described controller D be take micro controller unit MCU as core, comprises a plurality of A/D converters, I/O interface, D/A converter.Data input pin at controller D is connected to oscillator measurement treatment circuit C, and the control output end of controller D is connected respectively the control input end of MR damper 15 and linear electric motors 4 with the control channel that is used as power by dumping force control channel.At controller D storage inside Active suspension control strategy.As further preferred, the control method of this Active suspension control strategy adopts by easy failure-free ceiling control algorithm in prior art and LQR optimal control algorithm determines vibration rank and control policy table (as shown in table 1).Utilize ceiling control algorithm regulation and control MR damper 15 dumping forces; LQR is Linear-Quadratic Problem regulating control, utilizes LQR optimal control algorithm regulation and control linear electric motors 4 to be used as power.By these two kinds efficient algorithms regulation and control MR damper 15 dumping forces and linear electric motors 4 be used as power implement fairly simple, can reach well desirable control effect, the vertical shake, pitching and the roll motion that effectively suppress vehicle body 1, improve vehicle handling stability and ride comfort.
Described oscillator measurement treatment circuit C is divided into body vibrations and measures passage and vehicle bridge (or wheel) oscillator measurement passage, respectively as in Fig. 5 with the long and two-short dash line of arrow with as shown in the dotted line of arrow.Described body vibrations is measured passage and is comprised the first acceleration pick-up I, first signal amplifier and the RMS circuit connecting successively by wire, and a described RMS circuit signal mouth is connected with the data input pin of controller D by A/D converter.Described vehicle bridge (or wheel) oscillator measurement passage comprises the second acceleration pick-up J, secondary signal amplifier and the 2nd RMS circuit connecting successively by wire, and described the 2nd RMS circuit signal mouth is connected with the data input pin of controller D by A/D converter.Described the first acceleration pick-up I is arranged on vehicle body 1, and the second acceleration pick-up device J is arranged in vehicle bridge (or wheel).A described RMS circuit and the 2nd RMS circuit are root of mean square DC converting circuit (or being called root of mean square direct current transducer).
Be illustrated in figure 3 first or the electrical schematic diagram of secondary signal amplifier.Signal amplifier comprises three partial circuits, and front portion is current amplification circuit 25, and centre is resistance R, and rear portion is pga circuit 26.Current amplification circuit 25 vehicle bridge (or wheel) vibration signal (physics current signal) that first degree of will speed up sensor detects or vehicle body inverse feedback vibration signal (physics current signal) carry out electric current amplification to meet the requirement of sensitivity, then are converted to physics voltage signal by interlaminated resistance R.
Described dumping force control channel and the control channel that is used as power are respectively as being with in Fig. 5 as shown in arrow dotted line and the line of band arrow single-point, and two control channels comprise respectively a power amplifier E.Described power amplifier E is by the variable gain amplifier of connecting successively, PMW pulse width modulator and switch mosfet power amplifier, and the Current Negative Three-Point Capacitance amplifier being connected in parallel between the current output terminal of switch mosfet power amplifier and the input end of variable gain amplifier forms.Described switch mosfet power amplifier output regulates electric current, and described variable gain amplifier input end receives dumping force or the control reference signal that is used as power, and Current Negative Three-Point Capacitance amplifier is by the input end that regulates current feedback to variable gain amplifier.
As shown in Figure 5, the concrete implementation detail of Active suspension control system of the present invention is as follows:
According to vehicle bridge (or wheel) vibration signal after tire transmits by actual road excitation of the second acceleration pick-up J Real-time Collection, according to marking off 6 kinds of vehicle bridge (or wheel) vibration rank shown in vibration rank and control policy table (referring to table 1) first row, again according to the vehicle body inverse feedback vibration signal under the actual condition of the first acceleration pick-up I Real-time Collection, according to marking off 3 kinds of vibration ranks shown in vibration rank and control policy table (referring to table 1) secondary series, according to determining 18 kinds of corresponding damper and linear electric motors 4 of vibration rank after the prior simulative optimization of computing machine (according to ceiling control algorithm and LQR optimal control algorithm), control reference signal (electric current), and control reference signal formation vibration rank and control policy table (as shown in table 1) by above-mentioned two kinds, leave in advance in the internal memory of described controller D, during in order to Active suspension control system works, by Active suspension control routine call, implemented to control.
The vibration rank of this vibration rank and control policy table (as shown in the first and second row in table 1) is to determine according to making each resonant frequency place have minimum amplitude versus frequency characte.When Vehicle Driving Cycle, vehicle bridge (or wheel) vibration signal (physics current signal) that the second acceleration pick-up device J detects, after secondary signal amplifier amplifies, output to the 2nd RMS circuit, change out the vibration signal (physics voltage signal) of vehicle bridge (or wheel), the A/D converter of sending into controller D changes vehicle bridge (or wheel) vibration signal (digital current signal) into; Meanwhile, the body vibrations signal (physics current signal) that the first acceleration pick-up I detects, after first signal amplifier amplifies, output to a RMS circuit, change out the inverse feedback vibration signal (physics voltage signal) of vehicle body 1, the A/D converter of sending into controller D changes body vibrations signal (digital current signal) into.In the MCU of controller D, using above-mentioned two vibration signals as the selection foundation of control policy type, according to vibration rank and control policy table, determine vibration rank, reference signal u is controlled in output
i(digital current signal); This controls reference signal u
iafter converting control reference signal (analog voltage signal) to, D/A converter sends power amplifier E separately to, thereby independent MR damper 15 driving current value and linear electric motors 4 driving current value of controlling corresponding thereto, final independent control MR damper 15 dumping forces and linear electric motors 4 are used as power, further reduce vehicle body 1 vibration, and can reach the object of closed loop control.As further preferred, each in Active suspension control system (being generally four for car) vehicle bridge (or wheel) oscillator measurement passage and dumping force control channel and the control channel that is used as power be all by each independently circuit card electric current is provided, to avoid interference the shortcoming with circuit drives scarce capacity.In addition described storage battery G is unified to each independently circuit card power supply.
Table 1 vibration rank and control policy table
In order to guarantee the precision of D/A converter, the output of described controller D is controlled to reference signal (analog voltage signal) to be fixed in 5V, by adjusting variable gain amplifier, change ride gain, dumping force and the control signal that is used as power are delivered to respectively to the input end of PWM pulse width modulator.The gain of variable gain amplifier can be passed through
calculate this k
mvalue dynamically changes the gain factor of controller D through I/O interface, the MR damper 15 of actual output of Active suspension control system and the driving current value of linear electric motors 4 are dynamically changed with road conditions, reaches the object of real-time control.The output voltage of variable gain amplifier is sent into PWM voltage pulse width modulator, PWM pulse width modulator varies in size and produces the different square wave of dutycycle according to input voltage, by this square wave, give switch mosfet power amplifier, the drive current that will produce respectively the drive current sizes different from 10-50A of the different sizes of 0-3.5A, changes respectively MR damper 15 dumping forces and linear electric motors 4 and is used as power.In addition, the Current Negative Three-Point Capacitance amplifier of setting can improve the antijamming capability of controller D, and feedback factor can be arranged between 0.1-0.2.
Realize the recovery to vibrational energy, require the linear electric motors 4 can be four quadrants operations,, when speed and electromagnetic push are in the same way time, linear electric motors 4 be in motoring condition, linear electric motors 4 are as electrical motor power consumption, and electric energy flows to linear electric motors 4 actuator from storage battery G; When speed and thrust reversing, linear electric motors 4 actuator are in generating state, and electric energy flows to storage battery G by linear electric motors 4.Energy regenerative circuit F is by the be used as power positive and negative pattern-recognition of carrying out linear electric motors 4 of product of (electromagnetic force) of judgement suspension speed and linear electric motors 4, and specifically control process is as follows:
(1) work as F
ij(z
1ij-z
2ij)>=0 o'clock, linear electric motors 4 are set as electric motor mode, and storage battery G is to linear electric motors 4 output electric energy, and linear electric motors 4 produce electromagnetic force and suppress vehicle body 1 vibration.
(2) work as F
ij(z
1ij-z
2ij) during < 0, linear electric motors 4 are set as generator mode, linear electric motors 4 by current rectifying and wave filtering circuit and two-way DC/DC converter circuit to storage battery G charging feedback electric energy.
F in above-mentioned formula
ijbe made as be respectively used as power (the motor power output) of each (being generally four for car) wheel place linear electric motors actuator of automobile; z
1ijbe respectively the body vibrations speed of each (being generally four for car) position, wheel place, z
2ijbe respectively wheel (or vehicle bridge) vibration velocity of each linear electric motors installation place; The value of footmark i and j be all 1 or 2, i be that 1 interval scale is front axle, i is 2 interval scale rear axles, j is that 1 interval scale is revolver, j is that 2 interval scales are right wheels.Represent for example: F
12representative is that the linear electric motors of off front wheel are used as power, z
112representative is the body vibrations speed at off front wheel place.
With reference to Figure 4 shows that suspension energy regenerative mechanism circuit principle composition frame chart.When linear electric motors 4 are worked in fourth quadrant, actuator is set as generator mode, when suspension drives linear electric motors 4 rotor motion, linear electric motors 4 stators can produce feeding current, after the current rectifying and wave filtering circuit of prior art and the effect of two-way DC/DC changer, become direct current energy and be stored in storage battery G, for MR damper 15, linear electric motors 4 and other electrical equipments.
Although embodiment of the present invention are open as above, but it is not restricted to listed utilization in specification sheets and embodiment, it can be applied to various applicable the field of the invention completely, for those skilled in the art, can easily realize other modification, therefore do not deviating under the universal that claim and equivalency range limit, the present invention is not limited to specific details and illustrates here and the legend of describing.
Claims (10)
1. an automobile energy regenerative active suspension system for stiffness variable and damping, comprises that suspension becomes rigidity mechanism, suspension energy regenerative mechanism and Active suspension control device; It is characterized in that: described suspension becomes rigidity mechanism and comprises the first rigid spring, MR damper and the second rigid spring being arranged between the lower swing arm of vehicle body and independent suspension or the vehicle bridge of dependent suspension; Described the first rigid spring and the series connection of the second rigid spring; Described suspension energy regenerative mechanism comprises linear electric motors, energy regenerative circuit and the storage battery of two-way connection successively, and described linear electric motors are located between the lower swing arm of vehicle body and independent suspension or the vehicle bridge of dependent suspension; Described Active suspension control device input body vibrations signal and vehicle bridge or unsteadiness of wheels signal, controller output MR damper control signal and linear electric motors control signal.
2. the automobile energy regenerative active suspension system of a kind of stiffness variable according to claim 1 and damping, it is characterized in that: the piston rod upper end of described MR damper is connected with described vehicle body by a butt flange, described the first rigid spring is enclosed within MR damper outside and leans described butt flange, a sleeve is fixed in the outside that is positioned at the first rigid spring in vehicle body bottom surface, the lower end of described MR damper connects a undersetting and undersetting is positioned at sleeve bearing fit, described the second rigid spring upper end is stuck in undersetting lower end, the second rigid spring lower end is stuck on a spring bearing, and described spring bearing is hinged in the lower swing arm of independent suspension or the vehicle bridge of dependent suspension.
3. the automobile energy regenerative active suspension system of a kind of stiffness variable according to claim 1 and damping, it is characterized in that: described linear electric motors top is fixed on the stepped hole place of described vehicle body by Rubber shock-absorbing pad and annular pressing plate, described linear electric motors are hinged in the lower swing arm of independent suspension or the vehicle bridge of dependent suspension through stepped hole and the linear electric motors lower end of described vehicle body.
4. according to the automobile energy regenerative active suspension system of a kind of stiffness variable described in claim 1,2 or 3 and damping, it is characterized in that: described energy regenerative circuit comprises current rectifying and wave filtering circuit and two-way DC/DC changer, described linear electric motors, current rectifying and wave filtering circuit, two-way DC/DC changer and storage battery are realized two-way connection by wire successively.
5. the automobile energy regenerative active suspension system of a kind of stiffness variable according to claim 1 and damping, is characterized in that: the control policy of described controller comprises ceiling control algorithm and LQR optimal control algorithm; Ceiling control algorithm regulation and control MR damper dumping force; LQR optimal control algorithm regulation and control linear electric motors are used as power.
6. the automobile energy regenerative active suspension system of a kind of stiffness variable according to claim 1 and damping, is characterized in that: described oscillator measurement treatment circuit is divided into body vibrations and measures passage and vehicle bridge or unsteadiness of wheels measurement passage.
7. the automobile energy regenerative active suspension system of a kind of stiffness variable according to claim 6 and damping, it is characterized in that: described body vibrations is measured passage and comprised the first acceleration pick-up, first signal amplifier and the RMS circuit connecting successively, and a described RMS circuit signal mouth is connected with the data input pin of controller; Described vehicle bridge or unsteadiness of wheels are measured passage and are also comprised the second acceleration pick-up, secondary signal amplifier and the 2nd RMS circuit connecting successively, and described the 2nd RMS circuit signal mouth is connected with the data input pin of controller by A/D converter.
8. according to the automobile energy regenerative active suspension system of a kind of stiffness variable described in claim 1,2 or 3 and damping, it is characterized in that: the positive and negative pattern that judges linear electric motors of the product that energy regenerative circuit is used as power by judgement suspension speed and linear electric motors, when being positive number or zero, linear electric motors are electric motor mode; When being negative, linear electric motors are generator mode.
9. the automobile energy regenerative active suspension system of a kind of stiffness variable according to claim 1 and damping, is characterized in that: described controller output connects dumping force control channel and the control channel that is used as power; Described dumping force control channel and the control channel that is used as power comprise respectively a power amplifier; Described power amplifier be by the variable gain amplifier of connecting successively, PMW pulse width modulator and switch mosfet power amplifier and be connected in parallel on the current output terminal of switch mosfet power amplifier and the input end of variable gain amplifier between Current Negative Three-Point Capacitance amplifier form; Described switch mosfet power amplifier output regulates electric current, and described variable gain amplifier input end receives dumping force or the control signal that is used as power, and Current Negative Three-Point Capacitance amplifier is by the input end that regulates current feedback to variable gain amplifier.
10. according to the automobile energy regenerative active suspension system of a kind of stiffness variable described in claim 1,2 or 3 and damping, it is characterized in that: the rigidity of described the first rigid spring is less than the rigidity of the second rigid spring.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201410272903.5A CN104015582B (en) | 2014-06-18 | 2014-06-18 | The automobile energy regenerative active suspension system of a kind of stiffness variable and damping |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201410272903.5A CN104015582B (en) | 2014-06-18 | 2014-06-18 | The automobile energy regenerative active suspension system of a kind of stiffness variable and damping |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN104015582A true CN104015582A (en) | 2014-09-03 |
| CN104015582B CN104015582B (en) | 2016-04-13 |
Family
ID=51432700
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201410272903.5A Active CN104015582B (en) | 2014-06-18 | 2014-06-18 | The automobile energy regenerative active suspension system of a kind of stiffness variable and damping |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN104015582B (en) |
Cited By (26)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105172512A (en) * | 2015-09-28 | 2015-12-23 | 哈尔滨工业大学 | Energy-saving-oriented self-energizing control method for car active suspension system |
| CN105172507A (en) * | 2015-07-15 | 2015-12-23 | 西南交通大学 | Self-energized magneto-rheological shock absorber system used for automotive suspension |
| CN105260530A (en) * | 2015-09-29 | 2016-01-20 | 合肥工业大学 | Modeling method for magneto-rheological damper inverse model and application thereof |
| CN105857003A (en) * | 2016-05-11 | 2016-08-17 | 江苏大学 | Improved ceiling control method of energy feedback suspension system |
| CN105946496A (en) * | 2016-04-27 | 2016-09-21 | 东华大学 | Suspension control system based on skyhook control algorithm |
| CN106286684A (en) * | 2016-10-27 | 2017-01-04 | 安徽柳工起重机有限公司 | Alterable height stiffness helix spring suspension system can drop |
| CN107000533A (en) * | 2014-12-09 | 2017-08-01 | Zf腓特烈斯哈芬股份公司 | Tilt systems stabilisation for motor vehicles |
| CN107444055A (en) * | 2016-04-20 | 2017-12-08 | 保时捷股份公司 | For the method and control device of the damping force for setting buffer |
| CN107599773A (en) * | 2017-09-29 | 2018-01-19 | 西安科技大学 | A kind of combined type energy feeding back type semi-active suspension actuator and its control method |
| CN108569093A (en) * | 2018-05-07 | 2018-09-25 | 中国人民解放军陆军装甲兵学院 | A kind of parallel compound electromagnetic suspension system and vehicle |
| CN108678685A (en) * | 2018-07-23 | 2018-10-19 | 中国海洋石油集团有限公司 | A kind of marine riser vortex-induced vibration Adaptive Suppression device and method |
| CN108819643A (en) * | 2018-05-08 | 2018-11-16 | 江苏大学 | A kind of Active suspension using with the concentric rubber spring of active force actuator |
| CN108819645A (en) * | 2018-05-08 | 2018-11-16 | 江苏大学 | A kind of Active suspension using rubber spring |
| CN108819644A (en) * | 2018-05-08 | 2018-11-16 | 江苏大学 | A kind of Active suspension of helical spring and the different axle center of rubber spring |
| CN109655225A (en) * | 2019-01-29 | 2019-04-19 | 吉林大学 | A kind of adjustable wind-tunnel testing stand and test method for the test of car model fluid structurecoupling |
| CN109764078A (en) * | 2019-03-25 | 2019-05-17 | 浙江春风动力股份有限公司 | The driving hanger and shock-dampening method of a kind of vehicle and its all-terrain vehicle |
| CN109982875A (en) * | 2016-11-17 | 2019-07-05 | 标致雪铁龙汽车股份有限公司 | The suspension apparatus with convertible fluids inertia for vehicle axle |
| CN111336210A (en) * | 2018-12-19 | 2020-06-26 | 中国石油大学(华东) | Hybrid vibration control device and method based on negative stiffness and variable damping and application |
| CN112172520A (en) * | 2020-10-10 | 2021-01-05 | 太原理工大学 | Piezoelectric energy feedback suspension system and modeling method thereof |
| CN112406448A (en) * | 2020-11-20 | 2021-02-26 | 无锡南洋职业技术学院 | Induction type power suspension for new energy automobile |
| CN112653364A (en) * | 2020-12-16 | 2021-04-13 | 重庆文理学院 | Multifunctional shock absorber and working method thereof |
| CN112857722A (en) * | 2021-01-21 | 2021-05-28 | 中国电建集团华东勘测设计研究院有限公司 | Variable rigidity, mass and damping vibration table test acceleration amplifying device |
| CN113465949A (en) * | 2021-06-29 | 2021-10-01 | 奇瑞汽车股份有限公司 | Test system, test method and manufacturing method of automobile suspension system |
| US20210380007A1 (en) * | 2020-06-05 | 2021-12-09 | Pet Projects Inc. | Mobile Electric Vehicle Charging Station Employing Multiple Power Sources |
| CN115013468A (en) * | 2022-05-25 | 2022-09-06 | 江苏省特种设备安全监督检验研究院 | Vibration reduction control system and method for magnetorheological damper under impact load |
| CN117124789A (en) * | 2023-10-26 | 2023-11-28 | 成都创一博通科技有限公司 | Vehicle suspension control method and system based on artificial intelligence and big data |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1733903A1 (en) * | 2005-06-13 | 2006-12-20 | Mando Corporation | Suspension with variable damping |
| CN102729760A (en) * | 2012-07-17 | 2012-10-17 | 山东理工大学 | Real-time optimal damping control algorithm of automobile semi-active suspension system |
| CN103241095A (en) * | 2013-05-31 | 2013-08-14 | 山东理工大学 | Control algorithm of automotive magneto-rheological semi-active suspension system and real-time optimal current |
| CN203305802U (en) * | 2013-06-25 | 2013-11-27 | 吉林大学 | Control system for semi-active suspension of magneto-rheological shock absorber |
| CN203580550U (en) * | 2013-11-29 | 2014-05-07 | 华南理工大学 | Active control shock absorber with energy supplying function |
| CN203902200U (en) * | 2014-06-18 | 2014-10-29 | 吉林大学 | Rigidity and damping variable energy feedback active suspension system of automobile |
-
2014
- 2014-06-18 CN CN201410272903.5A patent/CN104015582B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1733903A1 (en) * | 2005-06-13 | 2006-12-20 | Mando Corporation | Suspension with variable damping |
| CN102729760A (en) * | 2012-07-17 | 2012-10-17 | 山东理工大学 | Real-time optimal damping control algorithm of automobile semi-active suspension system |
| CN103241095A (en) * | 2013-05-31 | 2013-08-14 | 山东理工大学 | Control algorithm of automotive magneto-rheological semi-active suspension system and real-time optimal current |
| CN203305802U (en) * | 2013-06-25 | 2013-11-27 | 吉林大学 | Control system for semi-active suspension of magneto-rheological shock absorber |
| CN203580550U (en) * | 2013-11-29 | 2014-05-07 | 华南理工大学 | Active control shock absorber with energy supplying function |
| CN203902200U (en) * | 2014-06-18 | 2014-10-29 | 吉林大学 | Rigidity and damping variable energy feedback active suspension system of automobile |
Cited By (37)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107000533A (en) * | 2014-12-09 | 2017-08-01 | Zf腓特烈斯哈芬股份公司 | Tilt systems stabilisation for motor vehicles |
| CN105172507A (en) * | 2015-07-15 | 2015-12-23 | 西南交通大学 | Self-energized magneto-rheological shock absorber system used for automotive suspension |
| CN105172512A (en) * | 2015-09-28 | 2015-12-23 | 哈尔滨工业大学 | Energy-saving-oriented self-energizing control method for car active suspension system |
| CN105260530A (en) * | 2015-09-29 | 2016-01-20 | 合肥工业大学 | Modeling method for magneto-rheological damper inverse model and application thereof |
| CN105260530B (en) * | 2015-09-29 | 2018-03-09 | 合肥工业大学 | A kind of modeling method of MR damper inversion model and its application |
| CN107444055A (en) * | 2016-04-20 | 2017-12-08 | 保时捷股份公司 | For the method and control device of the damping force for setting buffer |
| CN105946496A (en) * | 2016-04-27 | 2016-09-21 | 东华大学 | Suspension control system based on skyhook control algorithm |
| CN105857003A (en) * | 2016-05-11 | 2016-08-17 | 江苏大学 | Improved ceiling control method of energy feedback suspension system |
| CN106286684A (en) * | 2016-10-27 | 2017-01-04 | 安徽柳工起重机有限公司 | Alterable height stiffness helix spring suspension system can drop |
| CN109982875A (en) * | 2016-11-17 | 2019-07-05 | 标致雪铁龙汽车股份有限公司 | The suspension apparatus with convertible fluids inertia for vehicle axle |
| CN107599773A (en) * | 2017-09-29 | 2018-01-19 | 西安科技大学 | A kind of combined type energy feeding back type semi-active suspension actuator and its control method |
| CN107599773B (en) * | 2017-09-29 | 2023-05-05 | 西安科技大学 | Combined energy feedback type semi-active suspension actuator and control method thereof |
| CN108569093B (en) * | 2018-05-07 | 2020-03-24 | 中国人民解放军陆军装甲兵学院 | Parallel combined type electromagnetic suspension system and vehicle |
| CN108569093A (en) * | 2018-05-07 | 2018-09-25 | 中国人民解放军陆军装甲兵学院 | A kind of parallel compound electromagnetic suspension system and vehicle |
| CN108819644B (en) * | 2018-05-08 | 2021-06-18 | 江苏大学 | Active suspension with spiral spring and rubber spring in different axes |
| CN108819643B (en) * | 2018-05-08 | 2021-06-22 | 江苏大学 | Active suspension with coaxial rubber spring and active power actuator |
| CN108819645B (en) * | 2018-05-08 | 2021-06-18 | 江苏大学 | Active suspension adopting rubber spring |
| CN108819643A (en) * | 2018-05-08 | 2018-11-16 | 江苏大学 | A kind of Active suspension using with the concentric rubber spring of active force actuator |
| CN108819644A (en) * | 2018-05-08 | 2018-11-16 | 江苏大学 | A kind of Active suspension of helical spring and the different axle center of rubber spring |
| CN108819645A (en) * | 2018-05-08 | 2018-11-16 | 江苏大学 | A kind of Active suspension using rubber spring |
| CN108678685A (en) * | 2018-07-23 | 2018-10-19 | 中国海洋石油集团有限公司 | A kind of marine riser vortex-induced vibration Adaptive Suppression device and method |
| CN108678685B (en) * | 2018-07-23 | 2023-10-20 | 中国海洋石油集团有限公司 | Self-adaptive suppression device and method for vortex-induced vibration of marine riser |
| CN111336210A (en) * | 2018-12-19 | 2020-06-26 | 中国石油大学(华东) | Hybrid vibration control device and method based on negative stiffness and variable damping and application |
| CN109655225A (en) * | 2019-01-29 | 2019-04-19 | 吉林大学 | A kind of adjustable wind-tunnel testing stand and test method for the test of car model fluid structurecoupling |
| CN109764078A (en) * | 2019-03-25 | 2019-05-17 | 浙江春风动力股份有限公司 | The driving hanger and shock-dampening method of a kind of vehicle and its all-terrain vehicle |
| US20210380007A1 (en) * | 2020-06-05 | 2021-12-09 | Pet Projects Inc. | Mobile Electric Vehicle Charging Station Employing Multiple Power Sources |
| US11691530B2 (en) * | 2020-06-05 | 2023-07-04 | Pet Projects, Inc. | Mobile electric vehicle charging station employing multiple power sources |
| CN112172520B (en) * | 2020-10-10 | 2022-01-11 | 太原理工大学 | Piezoelectric energy feedback suspension system and modeling method thereof |
| CN112172520A (en) * | 2020-10-10 | 2021-01-05 | 太原理工大学 | Piezoelectric energy feedback suspension system and modeling method thereof |
| CN112406448A (en) * | 2020-11-20 | 2021-02-26 | 无锡南洋职业技术学院 | Induction type power suspension for new energy automobile |
| CN112653364A (en) * | 2020-12-16 | 2021-04-13 | 重庆文理学院 | Multifunctional shock absorber and working method thereof |
| CN112857722A (en) * | 2021-01-21 | 2021-05-28 | 中国电建集团华东勘测设计研究院有限公司 | Variable rigidity, mass and damping vibration table test acceleration amplifying device |
| CN112857722B (en) * | 2021-01-21 | 2023-05-05 | 中国电建集团华东勘测设计研究院有限公司 | Vibration table test acceleration amplifying device with variable rigidity, mass and damping |
| CN113465949A (en) * | 2021-06-29 | 2021-10-01 | 奇瑞汽车股份有限公司 | Test system, test method and manufacturing method of automobile suspension system |
| CN115013468A (en) * | 2022-05-25 | 2022-09-06 | 江苏省特种设备安全监督检验研究院 | Vibration reduction control system and method for magnetorheological damper under impact load |
| CN117124789A (en) * | 2023-10-26 | 2023-11-28 | 成都创一博通科技有限公司 | Vehicle suspension control method and system based on artificial intelligence and big data |
| CN117124789B (en) * | 2023-10-26 | 2023-12-22 | 成都创一博通科技有限公司 | Vehicle suspension control method and system based on artificial intelligence and big data |
Also Published As
| Publication number | Publication date |
|---|---|
| CN104015582B (en) | 2016-04-13 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN104015582B (en) | The automobile energy regenerative active suspension system of a kind of stiffness variable and damping | |
| CN203902200U (en) | Rigidity and damping variable energy feedback active suspension system of automobile | |
| CN105715735B (en) | The controllable vibrating isolation system of a kind of stiffness and damping and inertia force and its control method | |
| CN105751847B (en) | A kind of control method of vehicle multi-mode formula shock absorber | |
| CN109080399B (en) | Hybrid electromagnetic suspension capable of realizing self-energy supply and control method thereof | |
| CN107461449B (en) | A kind of hydraulic accumulation energy damping adjusting semi-active suspension system | |
| CN105172511B (en) | A kind of shock absorber of automobile suspension control system and method | |
| CN208134000U (en) | A kind of adjustable energy feedback type vehicle active suspension electromagnetic vibration control device of damping | |
| CN1760565A (en) | Energy feedback type electromagnetic damping device in use for active and semiactive pendant | |
| CN106321718B (en) | A kind of self energizing formula vehicle active suspension and its control method for coordinating | |
| CN101844498B (en) | Semiactive/active composite control suspension without external power source and control method thereof | |
| CN105172507B (en) | A kind of self energizing magneto-rheological vibration damper system for automotive suspension | |
| CN108515823A (en) | A kind of adjustable energy feedback type vehicle active suspension electromagnetic vibration control device of damping | |
| CN1328836C (en) | Rail vehicle vibrating energy piezoelectric power generating method and system thereof | |
| CN113389844A (en) | Damping device of fuel cell and control method thereof | |
| CN109808437B (en) | Electromagnetic integrated energy feedback type suspension actuator of electric automobile and control method thereof | |
| CN108274969A (en) | A kind of feed energy suspension and its damping method for handover control based on speed subregion | |
| CN103625234A (en) | Energy-regenerative active control type shock absorber | |
| CN104930112A (en) | Self-energized damping-adjustable shock-absorbing device | |
| CN100375683C (en) | Energy feed back type electro magnetic shock attenuation device for vehicle suspension | |
| CN105857003B (en) | A kind of improvement capricorn bettle method of feed energy suspension system | |
| CN207106262U (en) | A kind of energy Semi-active seat suspension | |
| CN111301088B (en) | Composite damping adjustable energy feedback type hybrid suspension actuator and control method | |
| CN105946496A (en) | Suspension control system based on skyhook control algorithm | |
| CN110978932A (en) | Integrated composite suspension actuator and control method thereof |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant |