CN110978929A - Combined energy-regenerative vehicle semi-active suspension actuator and control method thereof - Google Patents
Combined energy-regenerative vehicle semi-active suspension actuator and control method thereof Download PDFInfo
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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
- B60G17/016—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 their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
- B60G17/0165—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 their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input to an external condition, e.g. rough road surface, side wind
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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
- B60G17/019—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 type of sensor or the arrangement thereof
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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
- B60G17/019—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 type of sensor or the arrangement thereof
- B60G17/01908—Acceleration or inclination sensors
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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
- B60G17/019—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 type of sensor or the arrangement thereof
- B60G17/01933—Velocity, e.g. relative velocity-displacement sensors
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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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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/10—Damping action or damper
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/16—Running
- B60G2800/162—Reducing road induced vibrations
Abstract
The invention discloses a composite energy feedback type vehicle semi-active suspension actuator, which comprises a magneto-rheological vibration damper body, a linear energy feedback mechanism, a rotary energy feedback mechanism, an energy recovery circuit, a sensor system and a controller. The linear energy feeding mechanism is arranged above the piston rod, and energy recovery is realized through the up-and-down movement of the piston rod; the rotary energy feedback mechanism is arranged below the piston cylinder, and the prefabricated meshing gear is driven to rotate by the up-and-down movement of the rack on the upper cylinder body, so that the energy feedback motor rotates to recover energy. The recovered energy is collected into the vehicle-mounted storage battery by the energy recovery circuit in the form of electric energy. The invention also discloses a control method of the composite energy feedback type vehicle semi-active suspension actuator, and the most appropriate damping is applied according to different working conditions so as to achieve the purpose of energy conservation. The invention has good vibration damping effect, low energy consumption and high energy recovery efficiency.
Description
Technical Field
The invention belongs to the technical field of control of vehicle semi-active suspension actuators, and particularly relates to a composite energy-regenerative vehicle semi-active suspension actuator and a control method thereof.
Background
Magnetorheological fluids are controllable fluids that exhibit different properties under different magnetic field environments. When the magnetic field is zero or weak, the Newtonian fluid property is presented; exhibits Bingham body characteristics when subjected to high magnetic fields. Therefore, the magneto-rheological damper is manufactured by utilizing the property of the magneto-rheological fluid, and different damping forces are generated under the condition of applying different magnetic fields so as to improve the comfort of a vehicle. The magneto-rheological damper has the characteristics of quick response, large damping force, less energy consumption, simple mechanism and good durability, can still serve as a passive damper even if a control system fails, has very strong reliability, and is widely applied to civil construction and large-span structures (frames, beams and bridges).
The magneto-rheological damper is used as an energy consumption element, so that on one hand, vibration energy is consumed, and on the other hand, the electric energy of a vehicle-mounted battery is consumed. Therefore, it is important to research how to recover the vibration energy of the road surface to supply the magnetorheological damper and other energy dissipation elements.
The vehicle inevitably encounters jolts which result in vibrations of the vehicle suspension actuators. If the energy of the vehicle vibration is recycled with high efficiency, the problem of energy consumption of the magneto-rheological damper is solved, and the time requirement of energy conservation and environmental protection is met. The recovered energy can be used for the magnetorheological damper on one hand, and the surplus energy can be stored in a vehicle-mounted storage battery through an energy recovery circuit to be used by other vehicle-mounted electric equipment.
The controller outputs the required damping force in real time according to parameters of the semi-active suspension actuator of the vehicle and the vehicle body, and the aim of controlling the damping force of the semi-active suspension actuator is achieved by adjusting and controlling the current led into the magnet exciting coil in real time, so that the vehicle is in the optimal vibration reduction state.
Disclosure of Invention
Based on the above analysis, the invention provides a composite energy feedback type vehicle semi-active suspension actuator and a control method thereof. The energy of the up-and-down movement of the upper cylinder barrel and the lower cylinder barrel is recycled, and the linear energy feeding device above the piston cuts magnetic induction lines to move when the piston rod moves up and down, so that the vibration energy is converted into electric energy; the rotary energy feedback device below the piston converts reciprocating motion into unidirectional rotary motion of the rotary motor by using the gear rack mechanism when the upper cylinder barrel moves up and down, so that vibration energy is recovered. The energy recovered by the energy recovery circuit is stored in the vehicle-mounted battery, one part of the energy is used by the magneto-rheological damper, and the other part of the energy is used by other vehicle-mounted electrical appliances. Finally, the aim of saving energy while outputting corresponding damping force in real time is fulfilled.
In order to achieve the purpose, the invention adopts the technical scheme that: a combined energy-feedback type semi-active suspension actuator of a vehicle is characterized by comprising a vibration damper body, a linear energy feedback mechanism, a rotary energy feedback mechanism, an energy recovery circuit, a sensor system and a controller;
the damping device body comprises suspension magnetorheological fluid which is arranged in a lower cylinder body and is formed by mixing micro soft magnetic particles with high magnetic conductivity and low magnetic hysteresis with non-magnetic conductive liquid, a piston arranged in the magnetorheological fluid, and a piston rod which is connected with the piston and is hollow inside, wherein the lower cylinder body comprises a lower cylinder inner cylinder and a lower cylinder outer cylinder, a gap is reserved between the piston and the inner cylinder in the radial direction, the piston rod and the upper cylinder body are of an integral structure, a winding groove for arranging a piston coil is formed in the axial direction of the piston, and the piston wire penetrates through the piston rod and an upper lifting lug;
the linear energy feeding mechanism comprises permanent magnets, primary punching sheets and primary windings, the permanent magnets are arranged in N, S levels in a staggered mode and sleeved on a piston rod, the primary punching sheets are cast into an annular structure and are excessively matched with the upper portion of an upper cylinder body, annular grooves are formed in the primary punching sheets and used for mounting the primary windings, gaps are reserved between the permanent magnets and the primary punching sheets, and gaps exist between the primary windings and the primary punching sheets in the axial direction;
the rotary energy-feedback mechanism comprises a rotary motor, a reversing bevel gear, a one-way bearing, a two-way thrust bearing and a rack and pinion mechanism, wherein the rotary motor comprises a permanent magnet rotor and a coil stator, the reversing bevel gear comprises an auxiliary speed-increasing bevel gear arranged on the rotary motor and a main bevel gear arranged on a short shaft, the reversing bevel gear is fixed on a snap ring groove of the short shaft by a positioning snap ring, the two-way thrust bearing is arranged on the inner wall of a lower cylinder body, two ends of the short shaft are arranged on an inner ring of the two-way thrust bearing, the one-way bearing is arranged at the tail end of the short shaft, one end of the one-way bearing is positioned by a shaft shoulder, the other end of the one-way bearing is positioned by the snap ring, key grooves are formed in the short shaft and matched with a first key for the one-way bearing, the one-way bearings at two ends of the short shaft, the gear is provided with a key groove, and the outer ring of the one-way bearing is matched with the gear through a second key;
the energy recovery circuit: the current with the changing magnitude and direction in the linear energy feeding mechanism and the current with the changing magnitude in the rotating motor are arranged and coordinated through the coordination module, the current after arrangement and coordination flows into the rectification circuit, the current coming out of the rectification circuit enters the DC-DC booster circuit, and finally the electric energy is stored in the super capacitor; the sensor system comprises a displacement sensor, a speed sensor and an acceleration sensor; the controller mainly analyzes the signals collected by the sensors and then makes corresponding responses;
the rack is welded with the top end in the upper cylinder body, the lower lifting lug and the lower cylinder body are integrally cast, and the upper lifting lug and the upper cylinder body are integrally cast.
A method of controlling a semi-active suspension actuator of a hybrid energy regenerative vehicle, the method comprising the steps of:
step one, data acquisition: the displacement sensor monitors unevenness displacement of a road surface in real time, the unsprung mass displacement sensor monitors unsprung mass displacement in real time, and the sprung mass displacement sensor monitors sprung mass displacement in real time; the speed of the piston rod and the speed of the vehicle body are monitored in real time by the sprung mass speed sensor, and the speed of the lower cylinder and the speed of the tire are monitored in real time by the unsprung mass speed sensor; the sprung mass acceleration sensor monitors the acceleration of the piston rod and the acceleration of the vehicle body in real time, and the unsprung mass acceleration sensor monitors the acceleration of the lower cylinder and the acceleration of the tires in real time; the sprung mass force sensor monitors the force of the piston rod in real time; the controller periodically collects the data of the sensors;
step two, damping vibration reduction: the controller of the damper samples the sensor periodically to obtain data, and the data is calculated by a control algorithm to obtain the input current required by the electromagnetic coil in the magnetorheological damper; the controller controls the output current of the constant current source circuit, provides required input current for the electromagnetic coil in the magneto-rheological shock absorber, and adjusts the current of the electromagnetic coil in the magneto-rheological shock absorber in real time, so that the magnetic field intensity generated by the electromagnetic coil in the magneto-rheological shock absorber is adjusted in real time, the damping force of the magneto-rheological shock absorber is finally adjusted in real time, and the aim of reducing the vibration transmitted to a vehicle body through the shock absorber is fulfilled;
step three, energy recovery: when a vehicle runs on an uneven road surface, the vibration displacement transmitted to the unsprung mass by road surface excitation is different from the vibration displacement caused by the vibration transmitted to the vehicle body by the unsprung mass, the piston moves up and down in the cylinder barrel to drive the permanent magnet to move up and down to generate induced electromotive force, the generated electric energy is rectified by the rectifier and then is charged to the vehicle-mounted storage battery, and the vehicle-mounted storage battery outputs the electric energy to the controllable constant current source circuit; meanwhile, the rack on the upper cylinder body also moves up and down, and the up-and-down movement of the piston is converted into the unidirectional movement of the rotating motor, so that the energy recovery efficiency is improved;
step four, damping control: the controller calculates the current optimal damping force through real-time data collection, and then compares the current optimal damping force with the damping force acquired by the force sensor; if the comparison result is within the error allowable range, the controller does not send out an instruction; if the comparison result is not within the error allowable range, the controller sends an adjustment command to adjust the current magnetic field of the shock absorber so as to control the damping force within the error allowable range, and the specific calculation process is as follows:
and selecting a Bouc-Wen model from the damping force calculation models to express the characteristics of the automobile magneto-rheological shock absorber:
the expression of the differential equation of motion of the automotive suspension is as follows:
in the formula, x2Is sprung mass displacement, x1For unsprung mass displacement, m1Is an unsprung mass，m2Is sprung mass, k1For tire stiffness, k2For suspension stiffness, q represents the input displacement, u represents the control vector, and the state vector and the output vector are taken to be
Obtaining a state equation of the automobile suspension in the motion state through the state vector, and obtaining an output equation of the automobile suspension in the motion state according to the output vector, wherein the expressions of the state equation and the output equation are as follows:
in the formula: A. BETA, C, D respectively represent state matrix, input matrix, output matrix, and transfer matrix;
let J denote the index function, the expression of J is as follows:
in the formula, Ru2Representative is control force.
The specific control strategies comprise three types of I, II and III:
I. passive control strategy 1
The strategy is that the power supply of the magnetorheological damper of the automobile in the motion process is not turned on, so that the magnetorheological fluid is Newtonian fluid from the beginning to the end of the motion, and the minimum automobile damping force F is obtained at the momentmin(t), namely:
Fmin(t)＝czu(t)
wherein u (t) is a damping coefficient, c is a damping coefficient, and z is a viscosity coefficient. u (t) is calculated as follows:
in the formula (I), the compound is shown in the specification,
representing the speed of the non-suspended part during the movement of the vehicle;
representative is the overall speed of the vehicle during motion.
Ii, passive control strategy 2
The strategy is to turn on a power supply of the magneto-rheological damper in the motion process of the automobile and adjust a magnetic field to a maximum value, at the moment, Bingham fluid is in the magneto-rheological damper of the automobile, and the damping force of the automobile reaches a maximum value FmaxThe calculation formula of (t) is as follows:
Fmax(t)＝czu(t)+sign(u(t))
III, semi-active control strategy
Obtaining the state equation of the automobile suspension through the formula, introducing a performance index function J, and obtaining the optimal control force F of the automobile suspension on the basis of the optimal control theoryu(t)，FuThe calculation formula of (t) is as follows:
Fu(t)＝-BTPX/R
in the formula, R represents a weight matrix corresponding to the automobile control force vector under the optimal control force, and the importance degree between the control force and the reflection of an automobile suspension system can be adjusted through the weight matrix R.
PA+ATP-PBR-1BTP+S＝0
Wherein S represents a weight matrix of the state vector, and the importance degree between the control force and the reflection of the automobile suspension system can be adjusted through the weight matrix S.
The magnetic field intensity of the shock absorber is adjusted to change the damping force of the vehicle, the damping force of the vehicle can not be changed into the optimal control force in a short time, only the magnetic field intensity is adjusted to ensure that the damping force continuously approaches the optimal control force,obtaining a suspension control strategy F on the basis of a saturation control theory and an optimal control theoryu(t)：
Compared with the prior art, the invention has the following beneficial effects:
(1) according to the linear energy-feedback motor, the permanent magnet is arranged on the piston rod, the permanent magnet is driven to move when the piston rod moves up and down, energy recovery can be completed, the up-and-down movement of the piston is directly converted into electric energy, the number of energy conversion links is small, and the energy conversion efficiency is high.
(2) The invention adopts the rotating motor as an energy feedback mechanism at the bottom, converts the up-and-down motion of the shock absorber into transverse rotating motion through the gear rack, and then changes the rotating direction through the pair of bevel gears, so that the rotating motor can recover energy. The conversion mechanisms are all gear mechanisms, and have the advantages of high transmission efficiency and high energy recovery rate.
(3) The control strategy adopted by the invention is divided into three working modes: passive mode 1, passive mode 2, semi-active mode. The three modes are switched in real time, and the most appropriate control strategy is selected on different road surfaces, so that the energy consumption is reduced to the lowest.
In conclusion, the invention has the advantages of novel and reasonable design, simple design structure, high energy recovery efficiency, good vibration reduction effect, strong working reliability, long service life and convenient popularization and use.
Drawings
Fig. 1 is a schematic structural diagram of a composite energy-regenerative semi-active suspension actuator for a vehicle according to the present invention.
Fig. 2 is a schematic structural view of the rack and pinion of the present invention.
FIG. 3 is a block diagram of a control system according to the present invention.
In the figure, 1 is an upper lifting lug; 2-a lead channel; 3, an upper cylinder body; 4-a piston rod; 5, primary punching; 6 — primary winding; 7-a permanent magnet; 8, a piston cylinder; 9-a coil; 10-a piston; 11-magnetorheological fluid; 12-a coil stator; 13-a permanent magnet rotor; 14-auxiliary speed-increasing bevel gear; 15-main bevel gear; 16-lower lifting lug; 17-lower cylinder body; 18-a bidirectional thrust bearing; 19-one-way bearing; 20-minor axis; a 21-bond; 22-bearing snap ring; 23-positioning snap ring; 24-a gear; 25-a rack;
Detailed Description
Example one
As shown in fig. 1 and fig. 2, the double-fed energy type semi-active suspension actuator for a vehicle according to the present invention includes a damping device body, a linear energy feeding mechanism, a rotational energy feeding mechanism, an energy recovery circuit, a sensor system, and a controller.
The damping device body comprises suspension magnetorheological fluid (11) which is arranged in a lower cylinder body (17) and is formed by mixing micro soft magnetic particles with high magnetic conductivity and low magnetic hysteresis with non-magnetic conductive liquid, a piston (10) arranged in the magnetorheological fluid (11), and a piston rod (4) which is connected with the piston (10) and is hollow inside, wherein the lower cylinder body (17) comprises a lower cylinder inner cylinder and a lower cylinder outer cylinder, a gap is reserved between the piston (10) and the inner cylinder in the radial direction, the piston rod (4) and an upper cylinder body (3) are of an integrated structure, a winding groove for arranging a piston coil (9) is formed in the axial direction of the piston (10), and the piston wire penetrates through the piston rod (4) and an upper lifting lug (1);
the linear energy feedback mechanism mainly comprises a permanent magnet (7), a primary punching sheet (5) and a primary winding (6); the permanent magnet (7) is annular, is sleeved on the uppermost part of the piston rod (4), and is sequentially arranged from bottom to top in an N pole S pole arrangement; a ring groove is formed in the position of a piston rod at the tail end of the permanent magnet (7), and the permanent magnet (7) is fixed by a clamping ring; the permanent magnets (7) and the piston rod (4) are fixed by glue; the primary punching sheet (5) is cast by No. 10 steel, is made into an annular structure, is excessively matched with the upper part of the upper cylinder body (3), is internally provided with a ring groove so as to be convenient for mounting a primary winding (6), and a gap is reserved between the permanent magnet (7) and the primary punching sheet (5); the primary winding (6) is a coil wound by copper wires and is embedded in the annular groove of the primary punching sheet (5), and an air gap exists between the primary winding (6) and the primary punching sheet (5) in the axial direction;
the rotary energy-feeding mechanism mainly comprises a rotary motor, a reversing bevel gear, a one-way bearing (19), a two-way thrust bearing (18) and a gear rack; the rotating motor mainly comprises a permanent magnet rotor (13) and a coil stator (12), when the permanent magnet rotor (13) is pushed to rotate by external force, induced electromotive force is generated in the coil stator (12), and mechanical energy is converted into electric energy; the reversing bevel gear mainly converts transverse rotation motion into longitudinal rotation motion, the auxiliary speed-increasing bevel gear (14) is installed on the rotating motor, and the main bevel gear (15) is installed on the short shaft (20); in order to prevent the bevel gear from loosening axially, a snap ring groove is formed in the short shaft and is fixed by a positioning snap ring (23); the bidirectional thrust bearing (18) is arranged on the inner wall of the lower cylinder body (17), and two ends of the short shaft (20) are arranged on an inner ring of the bidirectional thrust bearing (18) and used for reducing friction and fixing the short shaft; the one-way bearing (19) is arranged at the tail end of the short shaft (20), one end of the one-way bearing is positioned by a shaft shoulder, and the other end of the one-way bearing is positioned by a bearing snap ring (22); key grooves are formed in the short shafts (20), and the short shafts (20) are matched with the one-way bearings (19) through first keys (26); the one-way bearings (19) at the two ends are installed in the same direction, and the racks (25) at the two ends are respectively installed in front of and behind the short shaft (20); when the one-way bearing (19) at one end drives the short shaft (20) to rotate, the one-way bearing (19) at the other end idles, and vice versa; the gear rack mechanism consists of a rack (25) fixed on the upper cylinder body (3) and a gear (24) fixed on a one-way bearing (19) of the short shaft (20); the gear (24) is provided with a key groove, and the outer ring of the one-way bearing (19) is matched with the gear (24) through a second key (27);
the energy recovery circuit, the linear energy feeding mechanism and the rotating motor are connected with the coordination module and used for arranging and coordinating the current with the changed size and direction in the energy feeding mechanism and the current with the changed size in the rotating motor. The current after the coordination is finished flows into a rectifying circuit, and the rectifying circuit is composed of a resistor, an inductor, an MOS (metal oxide semiconductor) tube, a diode and the like. The rectification circuit mainly adjusts discontinuous and large currents into continuous and stable currents. The current from the rectification circuit enters a DC-DC booster circuit, and finally the electric energy is stored in the super capacitor.
The sensor comprises a displacement sensor, a speed sensor and an acceleration sensor. The displacement sensor is used for measuring the displacement required by the controller, and the acceleration sensor and the speed sensor are used for monitoring the cylinder body, the suspension and the tire on the shock absorber. The controller mainly analyzes the signals collected by the sensors and then responds correspondingly. Specifically, signals collected by a displacement sensor, an acceleration sensor and a speed sensor are transmitted to a controller. The controller calculates corresponding current by comparing and analyzing the signals with the pre-stored domain values and transmits the current to the piston coil, so that the damping force of the shock absorber is changed, and the comfort of the vehicle body is finally improved.
The rack (25) is welded with the inner top end of the upper cylinder body (3), the lower lifting lug (16) and the lower cylinder body (17) are integrally cast, and the upper lifting lug (1) and the upper cylinder body (3) are integrally cast.
The inner cylinder (8) of the lower cylinder body (17) is divided into three parts so as to fully utilize the axial space of the magnetorheological damper and improve the energy recovery efficiency while achieving the damping effect; in order to prevent the magnetic field generated by other mechanisms from interfering the control magnetic field of the coil (9) on the piston (10), a magnetic isolating layer is designed around the energy recovery mechanism, and the main material of the magnetic isolating layer is aluminum;
as shown in fig. 3, when the uneven road surface causes the upper cylinder body and the lower cylinder body to move relatively, the magnetic flux of the primary winding (6) of the upper linear energy feeding mechanism changes in the vertical relative movement, so that induced electromotive force is generated in the primary winding (6), induced current is generated in a closed loop of the primary winding (6), and the magnitude and the direction of the generated induced current change irregularly; in order to reuse the generated current, the current is rectified into regular alternating current and then stored in a storage battery; when the upper cylinder body and the lower cylinder body move relatively, the gear (24) and the rack (25) also move relatively, and the rotation of the gear (24) enables the short shaft (20) to also generate rotary motion; because the one-way bearings (19) in the two gears (24) are installed in the same direction, and the racks (25) are installed in tandem on the short shafts (20), the two gears (24) can rotate in opposite directions forever, and the short shafts (20) always rotate in the same direction; when moving upwards, the left one-way bearing (19) rotates clockwise when viewed from the left, firstly, the left one-way bearing (19) is supposed to be in a locked state at the moment, and the right one-way bearing (19) rotates anticlockwise at the moment, namely in an unlocked state, and the steering of the short shaft (20) is clockwise at the moment; when moving downwards, the left one-way bearing (19) rotates anticlockwise when viewed from the left, the left one-way bearing (19) is in an unlocked state, the right one-way bearing (19) rotates clockwise when viewed from the left, and the right one-way bearing (19) just rotates in a locked state, and the steering of the short shaft (20) is clockwise; namely, the short shaft (20) can always rotate in the same direction no matter how the short shaft moves, so that when the rotary energy feedback mechanism recovers energy, part of energy is not lost due to inertia, and the energy recovery efficiency is greatly improved; the current generated at the moment is an alternating current with the same direction and irregularly changed magnitude, and in order to recycle and reuse the current, the current is rectified firstly and then stored in a storage battery; because the energy recovery can be carried out as long as the vehicle runs, and the control current for the magnetorheological damper is not supplied in real time, the electric energy in the storage battery can be enough for the magnetorheological damper to use, and the redundant electric energy can be supplied to other vehicle-mounted electric appliances for use.
In the embodiment, the top of the linear electromagnetic energy feedback mechanism is provided with an end cover with an internal thread, so that the primary punching sheet (5) is convenient to mount. The primary punching sheet (5) is wound into a groove of the primary punching sheet (5) before being installed in an inner cylinder, the winding (6) is a copper wire with an insulating layer, and each winding is fixed by insulating resin paint. Each slot is wound with two groups of windings, and every two windings are bonded by insulating resin paint. When the punching sheet is installed, gaps are reserved above and below the primary punching sheet (5) and the winding (6) in the axial direction, and the gaps are 0.2 mm. The permanent magnet (7) is arranged on the piston rod (4), and the N pole and the S pole of the permanent magnet (7) are sequentially arranged at the axial position of the piston. The permanent magnets (7) are connected through glue, and positioning clamping grooves are formed in the positions, corresponding to the piston rods (4) at the two ends of each permanent magnet (7), and are used for preventing the permanent magnets (7) from sliding up and down. The initial position of the permanent magnet (7) is the middle position of the primary punching sheet (5).
The invention relates to a composite energy feedback type vehicle semi-active suspension actuator, wherein the central axis of a piston rod (4) and the central axes of a piston (10) and a lower cylinder body (17) are positioned on the same straight line. The piston rod (4) and the upper cylinder body (3) are cast together, the piston rod (4), the upper lifting lug (1) and the piston (10) are provided with threading holes which are connected with each other, and a channel formed by the piston rod, the upper lifting lug (1) and the piston (10) can lead out a thread on the piston coil (9) to the outside through the upper lifting lug (1) and is finally connected with a control circuit. The inner cylinder wall of the lower cylinder body (17) is provided with a threading channel, and current connecting wires output by the linear energy feeding mechanism and the rotary energy feeding mechanism are connected with the rectifying circuit through the channel.
The invention relates to a composite energy feedback type vehicle semi-active suspension actuator, wherein a bidirectional thrust bearing (18) is in over fit with the inner wall of a lower cylinder body (17), and is in clearance fit with a short shaft (20). The one-way bearing (19) is matched with the gear (24) and the short shaft (20) through keys, and the right side of the structure is matched with the upper side.
Example two
A method for controlling a semi-active suspension actuator of a composite energy-regenerative vehicle comprises the following steps:
step one, data acquisition: the sensor for monitoring the road surface displacement monitors the road surface unevenness displacement in real time, the sensor for monitoring the unsprung mass displacement monitors the unsprung mass displacement in real time, and the sensor for monitoring the sprung mass displacement monitors the sprung mass displacement in real time; the speed of the piston rod and the speed of the vehicle body are monitored in real time by the sprung mass speed sensor, and the speed of the lower cylinder and the speed of the tire are monitored in real time by the unsprung mass speed sensor; the sprung mass acceleration sensor monitors the acceleration of the piston rod and the acceleration of the vehicle body in real time, and the unsprung mass acceleration sensor monitors the acceleration of the lower cylinder and the acceleration of the tires in real time; the sprung mass force sensor monitors the force of the piston rod in real time. The controller periodically collects the data of the sensors;
step two, damping vibration reduction: the controller of the damper samples the sensor periodically to obtain data, and the data is calculated by a control algorithm to obtain the input current required by the electromagnetic coil in the magnetorheological damper. The controller controls the output current of the controllable constant current source circuit, provides the required input current for the electromagnetic coil in the magnetorheological damper, and adjusts the current of the electromagnetic coil in the magnetorheological damper in real time, so that the magnetic field intensity generated by the electromagnetic coil in the magnetorheological damper is adjusted in real time, and finally the damping force of the magnetorheological damper is adjusted in real time. The aim of reducing the vibration transmitted to the vehicle body through the vibration absorber is fulfilled;
step three, energy recovery: when a vehicle runs on an uneven road surface, the vehicle tire is excited by the road surface to vibrate perpendicular to the ground. Because the suspension is light in weight and the vehicle body is heavy in weight, the inertia of the suspension and the vehicle body is different, the vibration displacement transmitted to the unsprung mass by road excitation is different from the vibration displacement caused by the vibration transmitted to the vehicle body by the unsprung mass, and simultaneously, the piston (10) moves up and down in the cylinder. When the piston rod (4) moves up and down, the permanent magnet (7) on the piston rod (4) is driven to move up and down, the magnetic flux in the primary winding (6) changes, so that induced electromotive force is generated, further, a certain current is generated in a loop, electric energy is generated, the electric energy is rectified by the rectifier, the electric energy is charged for the vehicle-mounted storage battery through the storage battery charging circuit, and the vehicle-mounted storage battery outputs the electric energy to the controllable constant current source circuit. When the piston (10) moves up and down, the rack (25) on the upper cylinder body (3) also moves up and down, when the piston moves up, the one-way bearing (19) on the right side of the short shaft (20) is in a locking state, the short shaft (20) is driven to rotate, the one-way bearing (19) on the left side of the short shaft (20) idles, and the short shaft rotates anticlockwise when being seen from the one-way bearing (19) on the right side; when the piston (10) moves downwards, the one-way bearing (19) on the left of the short shaft (20) is in a locked state, the short shaft (20) is driven to rotate, the one-way bearing (19) on the right of the short shaft (20) idles, and the short shaft (20) rotates anticlockwise when viewed from the one-way bearing (19) on the right. Therefore, the up-and-down motion of the piston (10) is converted into the unidirectional motion of the rotating motor, the inertia generated by changing the direction is greatly reduced, and the energy recovery efficiency is improved. The generated electric energy is rectified by the rectifier and then is charged by the storage battery charging circuit to the vehicle-mounted storage battery, and the vehicle-mounted storage battery outputs the electric energy to the controllable constant current source circuit.
Step four, damping control: the controller calculates the current optimal damping force through real-time data collection, and then compares the current optimal damping force with the damping force collected by the force sensor. If the comparison result is within the error allowable range, the controller does not issue an instruction; and if the comparison result is not in the error allowable range, the controller sends an adjustment command to adjust the current magnetic field of the shock absorber so as to control the damping force in the error allowable range.
The characteristics of the automobile magneto-rheological shock absorber are expressed by selecting a Bouc-Wen model from the following damping force calculation models.
The expression of the differential equation of motion of the automotive suspension is as follows:
in the formula, x2Is sprung mass displacement, x1For unsprung mass displacement, m1Is an unsprung mass, m2Is sprung mass, k1For tire stiffness, k2For suspension stiffness, q represents the input displacement, u represents the control vector, and the state vector and the output vector are taken to be
Obtaining a state equation of the automobile suspension in the motion state through the state vector, and obtaining an output equation of the automobile suspension in the motion state according to the output vector, wherein the expressions of the state equation and the output equation are as follows:
in the formula: A. beta, C, D represent a state matrix, an input matrix, an output matrix, and a transfer matrix, respectively.
The actuator controller selects the vibration speed of the vehicle body
Wheel vibration speed
Dynamic deflection (x) of suspension2-x1) Dynamic deformation of tire (x)1Z) is a state variable, the system moment is derivedThe specific form of the array A and the control matrix B is as follows:
the actuator controller selects the vertical acceleration of the vehicle body
Dynamic deflection (x) of suspension2-x1) Tire dynamic load k1(x1-z), tire vertical velocity
For output variables, the output matrix C and the transfer matrix D are of the form:
let J denote the index function, the expression of J is as follows:
in the formula, Ru2Representative is control force.
The specific control strategies comprise three types of I, II and III:
I. passive control strategy 1
The strategy is used under a better working condition of a road surface, and the magnetorheological fluid is Newtonian fluid from the beginning to the end of movement without opening a power supply of the magnetorheological damper of the automobile in the movement process, so that the minimum automobile damping force F is obtained at the momentmin(t), namely:
Fmin(t)＝czu(t)
wherein u (t) is a damping coefficient, c is a damping coefficient, and z is a viscosity coefficient. u (t) is calculated as follows:
in the formula (I), the compound is shown in the specification,
representing the speed of the non-suspended part during the movement of the vehicle;
representative is the overall speed of the vehicle during motion.
Ii, passive control strategy 2
The strategy is used for a road surface with special change and bump, a power supply of the magneto-rheological damper in the motion process of the automobile is turned on, the magnetic field is adjusted to the maximum value, the Bingham fluid is in the magneto-rheological damper of the automobile at the moment, and the damping force of the automobile reaches the maximum value FmaxThe calculation formula of (t) is as follows:
Fmax(t)＝czu(t)+sign(u(t))
III, semi-active control strategy
Obtaining the state equation of the automobile suspension through the formula, introducing a performance index function J, and obtaining the optimal control force F of the automobile suspension on the basis of the optimal control theoryu(t)，FuThe calculation formula of (t) is as follows:
Fu(t)＝-BTPX/R
in the formula, R represents a weight matrix corresponding to the automobile control force vector under the optimal control force, and the importance degree between the control force and the reflection of an automobile suspension system can be adjusted through the weight matrix R.
PA+ATP-PBR-1BTP+S＝0
Wherein S represents a weight matrix of the state vector, and the importance degree between the control force and the reflection of the automobile suspension system can be adjusted through the weight matrix S.
The method is characterized in that the magnetic field intensity of the shock absorber is adjusted, the damping force of the vehicle is changed, the damping force of the vehicle cannot be changed into the optimal control force in a short time, only the magnetic field intensity is adjusted, the damping force is made to continuously approach the optimal control force, and a suspension control strategy F is obtained on the basis of a saturation control theory and an optimal control theoryu(t)：
It should be noted that the control strategy can be divided into manual control and automatic control. The manual control is that the judgment of the existing road surface by the driver is switched into the most suitable control scheme. The road condition can be switched to a soft damping control strategy better, namely, the control current is not provided, and the control strategy is most energy-saving; and when the road condition is poor, switching to a hard damping control strategy, namely providing the maximum control current. The sensor does not need to monitor the road surface condition in real time, so that the electric energy consumed by the sensor is saved, and the control strategy is energy-saving; when the road condition changes greatly, the control strategy is switched to a real-time damping adjustment control strategy, and the control strategy needs to provide control current and current monitored by a sensor in real time, so that energy is consumed. The automatic control strategy is that the driver does not interfere with the adjustment of the vehicle damping, and the vehicle outputs the optimal control current in real time.
Claims (4)
1. A combined energy-feedback type semi-active suspension actuator of a vehicle is characterized by comprising a vibration damper body, a linear energy feedback mechanism, a rotary energy feedback mechanism, an energy recovery circuit, a sensor system and a controller;
the damping device body comprises suspension magnetorheological fluid (11) which is arranged in a lower cylinder body (17) and is formed by mixing micro soft magnetic particles with high magnetic conductivity and low magnetic hysteresis with non-magnetic conductive liquid, a piston (10) arranged in the magnetorheological fluid (11), and a piston rod (4) which is connected with the piston (10) and is hollow inside, wherein the lower cylinder body (17) comprises a lower cylinder inner cylinder and a lower cylinder outer cylinder, a gap is reserved between the piston (10) and the inner cylinder in the radial direction, the piston rod (4) and an upper cylinder body (3) are of an integrated structure, a winding groove for arranging a piston coil (9) is formed in the axial direction of the piston (10), and the piston wire penetrates through the piston rod (4) and an upper lifting lug (1);
the linear energy feedback mechanism comprises permanent magnets (7), primary punching sheets (5) and primary windings (6), the permanent magnets (7) are N, S-level staggered and sleeved on the piston rod (4), the primary punching sheets (5) are cast into an annular structure and are excessively matched with the upper part of the upper cylinder body (3), annular grooves are formed in the primary punching sheets (5) and used for mounting the primary windings (6), gaps are reserved between the permanent magnets (7) and the primary punching sheets (5), and gaps exist between the primary windings (6) and the primary punching sheets (5) in the axial direction;
the rotary energy feedback mechanism comprises a rotary motor, a reversing bevel gear, a one-way bearing (19), a two-way thrust bearing (18) and a gear rack mechanism, wherein the rotary motor comprises a permanent magnet rotor (13) and a coil stator (12), the reversing bevel gear comprises an auxiliary speed-increasing bevel gear (14) arranged on the rotary motor and a main bevel gear (15) arranged on a short shaft (20), the reversing bevel gear is fixed on a clamping ring groove of the short shaft (20) through a positioning clamping ring (23), the two-way thrust bearing (18) is arranged on the inner wall of a lower cylinder body (17), two ends of the short shaft (20) are arranged on an inner ring of the two-way thrust bearing (18), the one-way bearing (19) is arranged at the tail end of the short shaft (20), one end of the one-way bearing is positioned through a shaft shoulder, the other end of the bearing clamping ring (22) is positioned, key grooves are formed in the short shaft (, the one-way bearings (19) at two ends of the short shaft (20) are installed in the same direction, the racks (25) are installed on the inner side and the outer side of the short shaft (20) respectively, the gear rack mechanism is composed of a rack (25) fixed on the upper cylinder body (3) and a gear (24) fixed on the one-way bearing (19) of the short shaft (20), the gear (24) is provided with a key groove, and the outer ring of the one-way bearing (19) is matched with the gear (24) through a second key.
2. The hybrid energy regenerative vehicle semi-active suspension actuator of claim 1, wherein the energy recovery circuit: the current with the changing magnitude and direction in the linear energy feeding mechanism and the current with the changing magnitude in the rotating motor are arranged and coordinated through the coordination module, the current after arrangement and coordination flows into the rectification circuit, the current coming out of the rectification circuit enters the DC-DC booster circuit, and finally the electric energy is stored in the super capacitor; the sensor system comprises a displacement sensor, a speed sensor and an acceleration sensor; the controller mainly analyzes the signals collected by the sensors and then responds correspondingly.
3. The semi-active suspension actuator of a composite energy regenerative vehicle as defined in claim 1, wherein the rack (25) is welded to the top of the inner side of the upper cylinder (3), the lower ear (16) and the lower cylinder (17) are integrally cast, and the upper ear (1) and the upper cylinder (3) are integrally cast.
4. A method of controlling a semi-active suspension actuator of a hybrid energy regenerative vehicle as defined in claims 1-3, said method comprising the steps of:
step one, data acquisition: the displacement sensor monitors unevenness displacement of a road surface in real time, the unsprung mass displacement sensor monitors unsprung mass displacement in real time, and the sprung mass displacement sensor monitors sprung mass displacement in real time; the speed of the piston rod and the speed of the vehicle body are monitored in real time by the sprung mass speed sensor, and the speed of the lower cylinder and the speed of the tire are monitored in real time by the unsprung mass speed sensor; the sprung mass acceleration sensor monitors the acceleration of the piston rod and the acceleration of the vehicle body in real time, and the unsprung mass acceleration sensor monitors the acceleration of the lower cylinder and the acceleration of the tires in real time; the sprung mass force sensor monitors the force of the piston rod in real time; the controller periodically collects the data of the sensors;
step two, damping vibration reduction: the controller of the damper samples the sensor periodically to obtain data, and the data is calculated by a control algorithm to obtain the input current required by the electromagnetic coil in the magnetorheological damper; the controller controls the output current of the constant current source circuit, provides required input current for the electromagnetic coil in the magneto-rheological shock absorber, and adjusts the current of the electromagnetic coil in the magneto-rheological shock absorber in real time, so that the magnetic field intensity generated by the electromagnetic coil in the magneto-rheological shock absorber is adjusted in real time, the damping force of the magneto-rheological shock absorber is finally adjusted in real time, and the aim of reducing the vibration transmitted to a vehicle body through the shock absorber is fulfilled;
step three, energy recovery: when a vehicle runs on an uneven road surface, the vibration displacement transmitted to the unsprung mass by road surface excitation is different from the vibration displacement caused by the vibration transmitted to the vehicle body by the unsprung mass, the piston moves up and down in the cylinder barrel to drive the permanent magnet to move up and down to generate induced electromotive force, the generated electric energy is rectified by the rectifier and then is charged to the vehicle-mounted storage battery, and the vehicle-mounted storage battery outputs the electric energy to the controllable constant current source circuit; meanwhile, the rack on the upper cylinder body also moves up and down, and the up-and-down movement of the piston is converted into the unidirectional movement of the rotating motor, so that the energy recovery efficiency is improved;
step four, damping control: the controller calculates the current optimal damping force through real-time data collection, and then compares the current optimal damping force with the damping force acquired by the force sensor; if the comparison result is within the error allowable range, the controller does not send out an instruction; if the comparison result is not within the error allowable range, the controller sends an adjustment command to adjust the current magnetic field of the shock absorber so as to control the damping force within the error allowable range, and the specific calculation process is as follows:
and selecting a Bouc-Wen model from the damping force calculation models to express the characteristics of the automobile magneto-rheological shock absorber:
the expression of the differential equation of motion of the automotive suspension is as follows:
in the formula, x2Is sprung mass displacement, x1For unsprung mass displacement, m1Is an unsprung mass, m2Is sprung mass, k1For tire stiffness, k2For suspension stiffness, q represents input displacement, u represents a control vector, and the state vector and the output vector are taken as
Obtaining a state equation of the automobile suspension in the motion state through the state vector, obtaining an output equation of the automobile suspension in the motion state according to the output vector, wherein the expressions of the state equation and the output equation are as follows:
in the formula: A. BETA, C, D respectively represent state matrix, input matrix, output matrix, and transfer matrix;
let J denote the index function, the expression of J is as follows:
in the formula, Ru2Representative is control force;
the specific control strategies comprise three types of I, II and III:
I. passive control strategy 1
The strategy is that the power supply of the magnetorheological damper of the automobile in the motion process is not turned on, so that the magnetorheological fluid is Newtonian fluid from the beginning to the end of the motion, and the minimum automobile damping force F is obtained at the momentmin(t), namely:
Fmin(t)＝czu(t)
wherein u (t) is a damping coefficient, c is a damping coefficient, and z is a viscosity coefficient. u (t) is calculated as follows:
in the formula (I), the compound is shown in the specification,
representing the speed of the non-suspended part during the movement of the vehicle;
representative is the overall speed of the vehicle during motion;
ii, passive control strategy 2
The strategy is to beatThe power supply of the magneto-rheological damper adjusts the magnetic field to the maximum value in the process of starting the automobile, the Bingham fluid is in the magneto-rheological damper of the automobile at the moment, and the damping force of the automobile reaches the maximum value FmaxThe calculation formula of (t) is as follows:
Fmax(t)＝czu(t)+sign(u(t))
III, semi-active control strategy
Obtaining the state equation of the automobile suspension through the formula, introducing a performance index function J, and obtaining the optimal control force F of the automobile suspension on the basis of the optimal control theoryu(t)，FuThe calculation formula of (t) is as follows:
Fu(t)＝-BTPX/R
in the formula, R represents a weight matrix corresponding to the automobile control force vector under the optimal control force, and the importance degree between the control force and the reflection of an automobile suspension system can be adjusted through the weight matrix R.
PA+ATP-PBR-1BTP+S＝0
In the formula, S represents a weight matrix of a state vector, and the importance degree between the control force and the reflection of the automobile suspension system can be adjusted through the weight matrix S;
the method is characterized in that the magnetic field intensity of the shock absorber is adjusted, the damping force of the vehicle is changed, the damping force of the vehicle cannot be changed into the optimal control force in a short time, only the magnetic field intensity is adjusted, the damping force is made to continuously approach the optimal control force, and a suspension control strategy F is obtained on the basis of a saturation control theory and an optimal control theoryu(t)：
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| CN111827506A (en) * | 2020-07-29 | 2020-10-27 | 黄淮学院 | Dual-piezoelectric semi-active inerter mass damper |
| CN111827506B (en) * | 2020-07-29 | 2021-09-21 | 黄淮学院 | Dual-piezoelectric semi-active inerter mass damper |
| CN112498478A (en) * | 2020-09-30 | 2021-03-16 | 北汽福田汽车股份有限公司 | Drag link, steering mechanism, vehicle and control method of steering mechanism |
| CN112653364A (en) * | 2020-12-16 | 2021-04-13 | 重庆文理学院 | Multifunctional shock absorber and working method thereof |
| CN112392897A (en) * | 2021-01-19 | 2021-02-23 | 常州江苏大学工程技术研究院 | Energy-feedback and vibration-reduction integrated suspension system and working method |
| CN112901695A (en) * | 2021-01-20 | 2021-06-04 | 扬州大学 | Electromagnetic shock absorber with asymmetric damping characteristic and asymmetric characteristic design method |
| CN112901695B (en) * | 2021-01-20 | 2023-08-22 | 扬州大学 | Electromagnetic shock absorber with asymmetric damping characteristics and asymmetric characteristic design method |
| CN113565921A (en) * | 2021-07-29 | 2021-10-29 | 合肥工业大学 | Self-sensing magnetorheological vehicle suspension damper |
| CN114754096A (en) * | 2022-05-09 | 2022-07-15 | 保定市东利机械制造股份有限公司 | Magnetic induction coil energy recovery shock absorber |
| CN114754096B (en) * | 2022-05-09 | 2023-03-10 | 保定市东利机械制造股份有限公司 | Magnetic induction coil energy recovery shock absorber |
| WO2023227008A1 (en) * | 2022-05-24 | 2023-11-30 | 深圳市家信信息科技开发有限公司 | Vehicle damping system capable of quantitatively controlling damping force |
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Application publication date: 20200410 |
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