CN109505914B - Variable stiffness variable damping semi-active suspension - Google Patents
Variable stiffness variable damping semi-active suspension Download PDFInfo
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- 238000013016 damping Methods 0.000 title claims abstract description 62
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- 230000035939 shock Effects 0.000 description 4
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F13/00—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs
- F16F13/005—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a wound spring and a damper, e.g. a friction damper
- F16F13/007—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a wound spring and a damper, e.g. a friction damper the damper being a fluid damper
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/06—Characteristics of dampers, e.g. mechanical dampers
- B60G17/08—Characteristics of fluid dampers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
- F16F9/32—Details
- F16F9/53—Means for adjusting damping characteristics by varying fluid viscosity, e.g. electromagnetically
- F16F9/535—Magnetorheological [MR] fluid dampers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F2224/00—Materials; Material properties
- F16F2224/04—Fluids
- F16F2224/045—Fluids magnetorheological
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F2228/00—Functional characteristics, e.g. variability, frequency-dependence
- F16F2228/06—Stiffness
- F16F2228/066—Variable stiffness
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F2230/00—Purpose; Design features
- F16F2230/18—Control arrangements
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Abstract
Description
技术领域technical field
本发明涉及一种汽车部件，尤其涉及一种可变刚度可变阻尼半主动悬架。The invention relates to an automobile component, in particular to a semi-active suspension with variable stiffness and variable damping.
背景技术Background technique
随着经济的发展，人们对车辆乘坐舒适性的要求越来越高，而传统被动悬架舒适性提升的潜力已经很小，主动悬架虽有较好的综合性能，但成本和售价高，能耗大。半主动悬架由于结构简单、能耗小、性能却大幅优于被动悬架而受到青睐。With the development of the economy, people have higher and higher requirements for the ride comfort of vehicles, while the traditional passive suspension has little potential to improve the comfort. Although the active suspension has good comprehensive performance, its cost and price are high. , the energy consumption is large. Semi-active suspension is favored because of its simple structure, low energy consumption, and its performance is much better than that of passive suspension.
磁流变阻尼器是以提供运动的阻力，耗减运动能量的装置,当线圈内的电流增大，节流孔内磁场就会增强，磁流变液流过节流孔的阻力随之增大，使得阻尼器输出的阻尼力增大，反之，电流减小，阻尼力也减小。因此通过对输入电流的调节，即可控制阻尼器阻尼力的大小。The magnetorheological damper is a device that provides resistance to motion and consumes motion energy. When the current in the coil increases, the magnetic field in the orifice will increase, and the resistance of the magnetorheological fluid flowing through the orifice will increase accordingly. , so that the damping force output by the damper increases, and vice versa, the current decreases and the damping force also decreases. Therefore, by adjusting the input current, the damping force of the damper can be controlled.
关于半主动悬架的大部分研究大多都集中在对半主动悬架的控制策略上，目前还没有可变刚度和可变阻尼结构的半主动悬架的研究。Most of the research on semi-active suspension is focused on the control strategy of semi-active suspension, and there is no research on semi-active suspension with variable stiffness and variable damping structure.
因此，为了解决上述技术问题，亟需提出一种可变刚度可变阻尼半主动悬架。Therefore, in order to solve the above technical problems, it is urgent to propose a semi-active suspension with variable stiffness and variable damping.
发明内容SUMMARY OF THE INVENTION
有鉴于此，本发明的目的是提供一种可变刚度可变阻尼半主动悬架，能够根据在垂直方向的加速度信号对半主动悬架的刚度和阻尼力进行准确调整，从而为汽车起到良好的减震效果，有效提升车辆驾乘的舒适性。In view of this, the purpose of the present invention is to provide a semi-active suspension with variable stiffness and variable damping, which can accurately adjust the stiffness and damping force of the semi-active suspension according to the acceleration signal in the vertical direction, so as to play an important role for the automobile. Good shock absorption effect, effectively improve the driving comfort of the vehicle.
本发明提供的一种可变刚度可变阻尼半主动悬架，包括主磁流变阻尼器、副磁流变阻尼器、主弹簧和副弹簧；The present invention provides a semi-active suspension with variable stiffness and variable damping, comprising a main magnetorheological damper, a secondary magnetorheological damper, a main spring and a secondary spring;
所述主磁流变阻尼器和主弹簧并联，所述副磁流变阻尼器和副弹簧并联，所述主磁流变阻尼器和副磁流变阻尼器同轴串联，所述主弹簧和副弹簧同轴串联。The main magnetorheological damper and the main spring are connected in parallel, the auxiliary magnetorheological damper and the auxiliary spring are connected in parallel, the main magnetorheological damper and the auxiliary magnetorheological damper are connected in series coaxially, and the main spring and the auxiliary The auxiliary springs are coaxially connected in series.
进一步，根据下方法控制所述悬架的阻尼和刚度：Further, the damping and stiffness of the suspension are controlled according to:
建立所述悬架的等效阻尼和等效刚度模型，其中，等效阻尼模型为：The equivalent damping and equivalent stiffness models of the suspension are established, wherein the equivalent damping model is:
等效刚度模型为：The equivalent stiffness model is:
其中，k1为主弹簧的刚度值，k2为副弹簧的刚度值，c1为主磁流变阻尼器的阻尼值，c2副磁流变阻尼器的阻尼值，ω为所述悬架的固有频率；Among them, k1 is the stiffness value of the main spring, k2 is the stiffness value of the auxiliary spring, c1 is the damping value of the main magnetorheological damper, c2 is the damping value of the auxiliary magnetorheological damper, and ω is the suspension value of the suspension the natural frequency of the frame;
获取车辆的期望刚度值a和期望阻尼值b，并将期望刚度值a和期望阻尼值b分别代入到等效刚度模型和等效阻尼模型中并联立组成方程组求出主磁流变阻尼器的阻尼值c1和副磁流变阻尼器的阻尼值c2；Obtain the expected stiffness value a and the expected damping value b of the vehicle, and substitute the expected stiffness value a and the expected damping value b into the equivalent stiffness model and the equivalent damping model, respectively, and form a set of equations to obtain the main magnetorheological damper. The damping value c 1 of and the damping value c 2 of the secondary magnetorheological damper;
根据阻尼值c1和阻尼值c2查找阻尼值-电流关系对照表，确定出主磁流变阻尼器和副磁流变阻尼器的驱动电流值，按照获取的驱动电流值向主磁流变阻尼器和副磁流变阻尼器提供工作电流。According to the damping value c 1 and the damping value c 2 , look up the damping value-current relationship comparison table, determine the driving current value of the main magnetorheological damper and the auxiliary magnetorheological damper, and move to the main magnetorheological damper according to the obtained driving current value. The damper and secondary magnetorheological damper provide working current.
进一步，根据如下方法获得车辆的期望刚度值a和期望阻尼值b：Further, the expected stiffness value a and the expected damping value b of the vehicle are obtained according to the following methods:
采集车辆的垂直方向的加速度信号；Collect the acceleration signal in the vertical direction of the vehicle;
计算车辆垂直方向的加速度与加速度期望值的差值和加速度变化率；Calculate the difference between the acceleration in the vertical direction of the vehicle and the expected acceleration value and the rate of change of acceleration;
将加速度与加速度期望值的差值输入到PLC控制器中，采用模糊算法得出比例调节系数、微分调节系数和积分调节系数；Input the difference between the acceleration and the expected acceleration value into the PLC controller, and use the fuzzy algorithm to obtain the proportional adjustment coefficient, the differential adjustment coefficient and the integral adjustment coefficient;
建立期望刚度值a的计算模型：Establish a computational model for the desired stiffness value a:
其中：a＝Kd1·ε+KP1·ε+Ki1·ε，Kd1、KP1和Ki1分别为加速度与加速度期望值的差值输入到PLC控制器中通过模糊算法得到的微分调节系数、比例调节系数和积分调节系数，ε为加速度与加速度期望值的差值；Where: a=K d1 ·ε+K P1 ·ε+K i1 ·ε, K d1 , K P1 and K i1 are the difference between the acceleration and the expected acceleration value, respectively, and input the differential adjustment coefficient obtained by the fuzzy algorithm into the PLC controller , proportional adjustment coefficient and integral adjustment coefficient, ε is the difference between the acceleration and the expected acceleration value;
将加速度变化率信号输入到PLC控制器中，采用模糊算法得出比例调节系数KP2、积分调节系数Ki2和微分调节系数Kd2，建立期望阻尼值b的计算模型：The acceleration rate of change signal is input into the PLC controller, and the fuzzy algorithm is used to obtain the proportional adjustment coefficient K P2 , the integral adjustment coefficient K i2 and the differential adjustment coefficient K d2 , and the calculation model of the expected damping value b is established:
b＝Kd2·δ+KP2·δ+Ki2·δ，其中，δ为加速度变化率。b=K d2 ·δ+K P2 ·δ+K i2 ·δ, where δ is the acceleration change rate.
进一步，所述主磁流变阻尼器和副磁流变阻尼器的结构相同。Further, the structures of the main magnetorheological damper and the auxiliary magnetorheological damper are the same.
本发明的有益效果：通过本发明，能够根据在垂直方向的加速度信号对半主动悬架的刚度和阻尼力进行准确调整，从而为汽车起到良好的减震效果，有效提升车辆驾乘的舒适性。Beneficial effects of the present invention: through the present invention, the stiffness and damping force of the semi-active suspension can be accurately adjusted according to the acceleration signal in the vertical direction, so as to have a good shock absorption effect for the vehicle and effectively improve the driving comfort of the vehicle sex.
附图说明Description of drawings
下面结合附图和实施例对本发明作进一步描述：Below in conjunction with accompanying drawing and embodiment, the present invention is further described:
图1为本发明的结构示意图。FIG. 1 is a schematic structural diagram of the present invention.
图2为本发明的控制流程图。FIG. 2 is a control flow chart of the present invention.
具体实施方式Detailed ways
以下结合说明书附图对本发明做出进一步详细说明：The present invention is further described in detail below in conjunction with the accompanying drawings:
本发明提供的一种可变刚度可变阻尼半主动悬架，包括主磁流变阻尼器、副磁流变阻尼器、主弹簧8和副弹簧10；A semi-active suspension with variable stiffness and variable damping provided by the present invention includes a main magnetorheological damper, a secondary magnetorheological damper, a
所述主磁流变阻尼器和主弹簧并联，所述副磁流变阻尼器和副弹簧并联，所述主磁流变阻尼器和副磁流变阻尼器同轴串联，所述主弹簧和副弹簧同轴串联，通过上述结构，能够根据在垂直方向的加速度信号对半主动悬架的刚度和阻尼力进行准确调整，从而为汽车起到良好的减震效果，有效提升车辆驾乘的舒适性。The main magnetorheological damper and the main spring are connected in parallel, the auxiliary magnetorheological damper and the auxiliary spring are connected in parallel, the main magnetorheological damper and the auxiliary magnetorheological damper are connected in series coaxially, and the main spring and the auxiliary The auxiliary springs are coaxially connected in series. Through the above structure, the stiffness and damping force of the semi-active suspension can be accurately adjusted according to the acceleration signal in the vertical direction, so as to have a good shock absorption effect for the car and effectively improve the driving comfort of the vehicle. sex.
具体地：所以所述主磁流变阻尼器和副磁流变阻尼器的结构相同；主磁流变阻尼器和副磁流变阻尼器的连杆之间同轴串联，两个磁流变阻尼器均包括连杆(6,9)、缸体、氮气降压器1、线阀2、磁流变液3、线圈引线4和节流口5，主磁流变阻尼器和副磁流变阻尼器的连杆通过支撑板7固定连接。Specifically: Therefore, the main magnetorheological damper and the auxiliary magnetorheological damper have the same structure; the connecting rods of the main magnetorheological damper and the auxiliary magnetorheological damper are connected in series coaxially, and the two The dampers include connecting rod (6,9), cylinder block, nitrogen pressure reducer 1,
本实施例中，根据下方法控制所述悬架的阻尼和刚度：In this embodiment, the damping and stiffness of the suspension are controlled according to the following methods:
建立所述悬架的等效阻尼和等效刚度模型，其中，等效阻尼模型为：The equivalent damping and equivalent stiffness models of the suspension are established, wherein the equivalent damping model is:
等效刚度模型为：The equivalent stiffness model is:
其中，k1为主弹簧的刚度值，k2为副弹簧的刚度值，c1为主磁流变阻尼器的阻尼值，c2副磁流变阻尼器的阻尼值，ω为所述悬架的固有频率；Among them, k1 is the stiffness value of the main spring, k2 is the stiffness value of the auxiliary spring, c1 is the damping value of the main magnetorheological damper, c2 is the damping value of the auxiliary magnetorheological damper, and ω is the suspension value of the suspension the natural frequency of the frame;
获取车辆的期望刚度值a和期望阻尼值b，并将期望刚度值a和期望阻尼值b分别代入到等效刚度模型和等效阻尼模型中并联立组成方程组求出主磁流变阻尼器的阻尼值c1和副磁流变阻尼器的阻尼值c2；Obtain the expected stiffness value a and the expected damping value b of the vehicle, and substitute the expected stiffness value a and the expected damping value b into the equivalent stiffness model and the equivalent damping model, respectively, and form a set of equations to obtain the main magnetorheological damper. The damping value c 1 of and the damping value c 2 of the secondary magnetorheological damper;
根据阻尼值c1和阻尼值c2查找阻尼值-电流关系对照表，确定出主磁流变阻尼器和副磁流变阻尼器的驱动电流值，按照获取的驱动电流值向主磁流变阻尼器和副磁流变阻尼器提供工作电流。According to the damping value c 1 and the damping value c 2 , look up the damping value-current relationship comparison table, determine the driving current value of the main magnetorheological damper and the auxiliary magnetorheological damper, and move to the main magnetorheological damper according to the obtained driving current value. The damper and secondary magnetorheological damper provide working current.
具体地，根据如下方法获得车辆的期望刚度值a和期望阻尼值b：Specifically, the desired stiffness value a and the desired damping value b of the vehicle are obtained according to the following methods:
采集车辆的垂直方向的加速度信号；Collect the acceleration signal in the vertical direction of the vehicle;
计算车辆垂直方向的加速度与加速度期望值的差值和加速度变化率；其中，加速度期望值一般取值为0，但是，根据实际的路况环境，可以对期望值进行设置，设置时，越接近0越好；Calculate the difference between the acceleration in the vertical direction of the vehicle and the expected acceleration value and the acceleration rate of change; among them, the expected value of the acceleration is generally 0, but the expected value can be set according to the actual road conditions. When setting, the closer to 0, the better;
将加速度与加速度期望值的差值输入到PLC控制器中，采用模糊算法得出比例调节系数、微分调节系数和积分调节系数；Input the difference between the acceleration and the expected acceleration value into the PLC controller, and use the fuzzy algorithm to obtain the proportional adjustment coefficient, the differential adjustment coefficient and the integral adjustment coefficient;
建立期望刚度值a的计算模型：Establish a computational model for the desired stiffness value a:
其中：a＝Kd1·ε+KP1·ε+Ki1·ε，Kd1、KP1和Ki1分别为加速度与加速度期望值的差值输入到PLC控制器中通过模糊算法得到的微分调节系数、比例调节系数和积分调节系数，ε为加速度与加速度期望值的差值；Where: a=K d1 ·ε+K P1 ·ε+K i1 ·ε, K d1 , K P1 and K i1 are the difference between the acceleration and the expected acceleration value, respectively, and input the differential adjustment coefficient obtained by the fuzzy algorithm into the PLC controller , proportional adjustment coefficient and integral adjustment coefficient, ε is the difference between the acceleration and the expected acceleration value;
将加速度变化率信号输入到PLC控制器中，采用模糊算法得出比例调节系数KP2、积分调节系数Ki2和微分调节系数Kd2，建立期望阻尼值b的计算模型：The acceleration rate of change signal is input into the PLC controller, and the fuzzy algorithm is used to obtain the proportional adjustment coefficient K P2 , the integral adjustment coefficient K i2 and the differential adjustment coefficient K d2 , and the calculation model of the expected damping value b is established:
b＝Kd2·δ+KP2·δ+Ki2·δ，其中，δ为加速度变化率；其中，模糊PID算法为现有技术，在此不加以赘述，通过上述方法，能够准确确定出主、副磁流变阻尼器的所需的工作电流，从而能够从而为汽车起到良好的减震效果，有效提升车辆驾乘的舒适性。b=K d2 ·δ+K P2 ·δ+K i2 ·δ, where δ is the acceleration rate of change; among them, the fuzzy PID algorithm is the prior art, which will not be repeated here. , The required working current of the auxiliary magnetorheological damper, so as to have a good shock absorption effect for the car and effectively improve the comfort of the vehicle.
最后说明的是，以上实施例仅用以说明本发明的技术方案而非限制，尽管参照较佳实施例对本发明进行了详细说明，本领域的普通技术人员应当理解，可以对本发明的技术方案进行修改或者等同替换，而不脱离本发明技术方案的宗旨和范围，其均应涵盖在本发明的权利要求范围当中。Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them. Although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that the technical solutions of the present invention can be Modifications or equivalent replacements without departing from the spirit and scope of the technical solutions of the present invention should be included in the scope of the claims of the present invention.
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