CN111016566B - Inertial-energy and damping double-ceiling suspension system and control method thereof - Google Patents
Inertial-energy and damping double-ceiling suspension system and control method thereof Download PDFInfo
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- CN111016566B CN111016566B CN201911234162.0A CN201911234162A CN111016566B CN 111016566 B CN111016566 B CN 111016566B CN 201911234162 A CN201911234162 A CN 201911234162A CN 111016566 B CN111016566 B CN 111016566B
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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
- B60G17/019—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
- B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
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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
- B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
- B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
Abstract
The invention relates to an inertial capacity and damping double-ceiling suspension system and a control method thereof. The invention provides a method for controlling the balance of the inertial capacity of a ceiling and the damping of the ceiling, which realizes the inertial capacity of the ceiling in a semi-active mode, and has the control effect equivalent to the increase of the sprung mass, thereby reducing the offset frequency of a vehicle body, improving the smoothness of the vehicle in no-load and ensuring that the vehicle has better empty and full load adaptability; meanwhile, the control effect of the canopy damping is equivalent to dynamic adjustment damping, so that the optimal suspension damping ratio is still maintained under different road conditions, and the vehicle has better adaptability to road conditions.
Description
Technical Field
The invention relates to an inertial-volume and damping double-ceiling suspension system and a control method thereof, belonging to the technical field of semi-active suspension systems.
Background
The vehicle suspension determines and affects the ride quality of the vehicle. With the development of economy and the improvement of living standard of people, the traditional automobile suspension system can not meet the requirements of people, and the semi-active suspension performance is superior to that of the passive suspension, the cost is lower than that of the active suspension, and the semi-active suspension system is a main direction of the development of the suspension system.
The scholars at home and abroad develop a great deal of researches on semi-active control of the suspension, and the researches on the control method of the automobile suspension, such as advanced PID control, fuzzy control, neural network control, self-adaptive control, robust control and the like, are reported at present, all branches of a control theory are almost related based on the existing suspension structure system, and all control methods have the characteristics and the defects. The method for controlling the canopy damping is an earlier semi-active suspension control method, has simple and reliable algorithm, and can effectively improve the running smoothness of the vehicle. However, when the load changes greatly, the difference of the running smoothness of the control based on the speed negative feedback is often large. The ceiling damping control does not fundamentally solve the problem that the deflection frequency of the suspended vehicle and the full load changes along with the load, and the vehicle cannot have good running smoothness when in the empty and full load.
In 2001 Smith has proposed the concept of inertial mass accumulators or inertial accumulators, which were then applied in 2004 to vehicle suspensions, an "inertial-Spring-Damper" suspension (ISD) was developed. Chinese patent 201610300526 proposes a semi-active suspension system for controlling inertial capacity of a canopy. The idea of the zenith inertia is to envisage the loading of the inertial container between the inertial reference frame and the sprung mass, the zenith inertia directly controlling the absolute acceleration of the sprung mass, independently of the absolute acceleration of the wheels. Therefore, the canopy inertia can effectively offset the acceleration of a part of the sprung mass, so that the acceleration of the sprung mass is reduced, the smoothness of the vehicle is improved, and the vehicle is better adapted to the change of the load. However, when the road condition changes, according to the basic idea of the optimal damping ratio, the optimal damping needs to be matched on line according to different running conditions to adjust the damping ratio of the suspension system, and the zenith inertial suspension cannot adjust the damping, so that the optimal suspension damping ratio cannot be realized, and the change of the road condition cannot be well adapted.
Disclosure of Invention
The invention aims to provide a double-ceiling suspension system and a control method thereof, which realize the inertial capacity of a ceiling in a semi-active mode, and the effect is equivalent to the increase of sprung mass, thereby achieving the purposes of reducing the frequency offset of a vehicle body and improving the smoothness in no-load, and leading the vehicle to have better empty and full load adaptability; meanwhile, the damping of the canopy is simulated and dynamically adjusted, so that an ideal state of maintaining the optimal suspension damping ratio under different road conditions is achieved, and the suspension has good adaptability under different road conditions.
In order to achieve the aim of the invention, the invention adopts the following technical scheme: a double-ceiling suspension system comprises a sprung mass, a spring, a non-sprung mass, a tire equivalent spring, an inertia capacity and damping continuously adjustable device, a driving mechanism and an ECU; the spring and the continuous adjustable device for inertia capacity and damping are arranged between the sprung mass and the unsprung mass; acceleration sensors are respectively arranged on the sprung mass and the unsprung mass, the acceleration sensors are connected with an ECU, and the ECU is connected with an inertial volume and damping continuously adjustable device through a driving mechanism; the inertial volume and damping continuous adjustable device is a set of inertial volume continuous adjustable device and a set of continuous adjustable damping shock absorber in an actuator independent type double-ceiling suspension system, and is a set of hydraulic inertial volume and damping integrated continuous adjustable device in an actuator-related type double-ceiling suspension b taking inertial volume control as a leading and an actuator-related type double-ceiling suspension c taking damping control as a leading.
The invention also provides a control method and a semi-active implementation mode of the double-ceiling suspension system, comprising the following steps:
step 1: adjusting the inertial capacity coefficient b of the canopy in a double-canopy suspension system sky And the canopy damping coefficient c sky And both can be determined from the relationship with the suspension damping ratio ζ, calculated as:
step 2: non-sprung mass accelerations are respectively obtained through acceleration sensorsSprung mass acceleration->And transmitted to the ECU;
step 3: based on the obtained ECUAnd->The values can be calculated according to the following three modes:
a. actuator independent type
b. Actuator-related based on inertial control
C(x)＝α·B(x)
c. Actuator-related based damping control
B(x)＝C(x)/α
Wherein b is max And b min Respectively the maximum and minimum inertial coefficients of the adjustable inertial container device, c max And c min The damping coefficient is respectively the maximum damping coefficient and the minimum damping coefficient of the adjustable damping device, and alpha is the damping inertia-to-volume ratio of the hydraulic inertia-to-damping integrated continuous adjustable device;
step 4: the ECU10 controls the driving mechanism to drive and adjust the inertia capacity and damping continuously adjustable device according to the magnitude of the dynamic inertia coefficient B (x) and the dynamic damping coefficient C (x) so as to realize the canopy inertia capacity and the canopy damping.
The beneficial effects of the invention are as follows: the invention provides a method for controlling the balance of the inertial capacity of a ceiling and the damping of the ceiling, which realizes the inertial capacity of the ceiling in a semi-active mode, has the control effect equivalent to increasing the sprung mass and always simulating the full-load working condition, thereby reducing the offset frequency of a vehicle body, improving the smoothness of the vehicle in no-load and ensuring that the vehicle has better empty and full-load adaptability; meanwhile, the damping of the canopy is simulated, and the damping is dynamically regulated along with road conditions, so that the optimal suspension damping ratio is still maintained under different road conditions, and the vehicle has better adaptability to the road conditions.
Drawings
FIG. 1 is an ideal dual canopy suspension system.
FIG. 2 is a semi-active independent dual canopy suspension system.
FIG. 3 is a semi-active correlated double ceiling suspension system.
FIG. 4 is a schematic diagram of a hydraulic inertial volume and damping integrated continuously adjustable device.
Fig. 5 is a graph of the rms value of the vehicle body acceleration versus various suspensions at a suspension damping ratio of 0.16.
Fig. 6 is a graph of the rms value of the vehicle body acceleration versus various suspensions at a suspension damping ratio of 0.25.
Fig. 7 is a graph of the rms value of the vehicle body acceleration versus various suspensions at a suspension damping ratio of 0.35.
In the figure, 1-ceiling inertial volume; 2-sprung mass; 3-a spring; 4-unsprung mass; 5-tire equivalent springs; 6-ceiling damping; 7-an acceleration sensor; 8-1 inertial mass continuous adjustable device a;8-2 continuously adjustable damping vibration damper b;8-3 a hydraulic type inertial volume and damping integrated continuously adjustable device c; 9-a driving mechanism; 10-ECU; 11-a hydraulic cylinder; 12-an inertial damping regulating valve; 13-cylinder barrel; 14-a piston; 15-a piston rod; 16-valve body; 17-helical grooves; 18-valve core.
Detailed Description
The invention is further described below with reference to the drawings and examples.
FIG. 1 is an ideal dual canopy suspension system comprising a canopy inertial volume 1, a sprung mass 2, a spring 3, an unsprung mass 4, a tire equivalent spring 5 and a canopy damping 6. The spring 3 is arranged between the sprung mass 2 and the unsprung mass 4; the canopy inertial volume 1 and the canopy damping 6 are arranged between an inertial reference frame and the sprung mass 2. The canopy inertia 1 generates an inertia force opposite to the acceleration direction of the sprung mass, the magnitude of the force is equal to the product of the coefficient of the canopy inertia and the acceleration of the sprung mass, the absolute acceleration of the sprung mass is directly controlled by the inertia force and is irrelevant to the absolute acceleration of the wheel, and therefore, the canopy inertia can effectively offset the acceleration of a part of the sprung mass, and the acceleration of the sprung mass is reduced. The canopy damper 6 generates a damping force opposite to the speed of the sprung mass, the magnitude of the force is equal to the product of the canopy damping coefficient and the speed of the sprung mass, and the absolute speed of the sprung mass is directly controlled by the canopy damper and is irrelevant to the absolute speed of the wheel, so that the canopy damper can effectively offset the speed of a part of the sprung mass, thereby reducing the speed of the sprung mass.
Fig. 2 is a semi-active independent type double-ceiling suspension system, which comprises a sprung mass 2, a spring 3, an unsprung mass 4, a tire equivalent spring 5, an acceleration sensor 7, an inertial mass continuously adjustable device a8-1, a continuously adjustable damping shock absorber b8-2, a driving mechanism 9 and an ECU10. The spring 3, the inertial mass continuously adjustable device a8-1 and the continuously adjustable damping shock absorber b8-2 are arranged between the sprung mass 2 and the unsprung mass 4; the two acceleration sensors 7 are respectively arranged on the sprung mass 2 and the unsprung mass 4, collect acceleration signals of the sprung mass and the unsprung mass and transmit the acceleration signals to the ECU10, and the ECU10 controls the driving mechanism 9 to drive and adjust the inertial mass continuously adjustable device a8-1 and the continuously adjustable damping shock absorber b8-2 according to an independent double-canopy control method so as to simulate and realize canopy inertial volume and canopy damping.
In the scheme, the semi-active independent double-ceiling suspension system adopts two independent execution mechanisms to respectively realize dynamic adjustment of inertia capacity and damping, and the embodiment is a set of inertia continuously adjustable device and a set of continuously adjustable damping shock absorber. The actuator control strategy is as follows:
a. actuator independent:
wherein b is max And b min Respectively the maximum and minimum inertial coefficients of the adjustable inertial container device, c max And c min The maximum damping coefficient and the minimum damping coefficient of the adjustable damping device are respectively.
Fig. 3 is a semi-active correlated double-ceiling suspension system, comprising a sprung mass 2, a spring 3, an unsprung mass 4, a tire equivalent spring 5, an acceleration sensor 7, an inertial volume and damping integrated continuously adjustable device c8-3, a driving mechanism 9 and an ECU10. The spring 3, the inertia capacity and damping integrated continuously adjustable device c8-3 is arranged between the sprung mass 2 and the unsprung mass 4; the two acceleration sensors 7 are respectively arranged on the sprung mass 2 and the unsprung mass 4, acceleration signals of the sprung mass and the unsprung mass are collected and transmitted to the ECU10, and the ECU10 controls the driving mechanism 9 to drive and adjust the inertance and damping integrated continuous adjustable device c8-3 according to the correlated double-ceiling control method, so as to simulate and realize the ceiling inertance and the ceiling damping.
In the above scheme, the related double-ceiling suspension system adopts a set of mechanism to realize the coordination control of the inertia capacity and the damping, and a hydraulic type inertia capacity and damping integrated continuous adjustable device with double-related displacement speed can be adopted, and the hydraulic type inertia capacity and damping integrated continuous adjustable device comprises a hydraulic cylinder 11 and an inertia capacity and damping adjusting valve 12, as shown in fig. 4. The actuator control strategy is as follows:
b. actuator-related based on inertial control
C(x)＝α·B(x)
c. Actuator-related based damping control
B(x)＝C(x)/α
Wherein alpha is the damping inertia-to-volume ratio of the inertia-to-damping integrated continuously adjustable device.
In FIG. 4, the damping coefficient C (x) of the displacement velocity double-dependent hydraulic inertial volume and damping integrated continuously adjustable device can be expressed as
In the method, in the process of the invention,
wherein ρ is the density of the working fluid of the device, w is the width of the valve core, x is the displacement of the valve core relative to the valve body, D c Is the diameter of the hydraulic cylinder d c Diameter of piston rod of hydraulic cylinder, P h Is the pitch of the spiral groove of the valve core, D is the diameter of the valve core, r h Is the radius of the spiral groove of the valve core, D h Is the hydraulic diameter of a valve core spiral pipe, R h Is the curvature radius of the spiral pipe of the valve core, mu is the viscosity of the working fluid
Meanwhile, the inertial coefficient B (x) can be expressed as
The damping inertia ratio α can thus be expressed as
In the method, in the process of the invention,
wherein c 1 (x)>And 0, the device is a displacement speed double-related inertia and damping integrated continuous adjustable device.
In particular, c 1 (x) When=0, the device is a displacement-related inertial-capacitance and damping integrated connectionAnd a continuously adjustable device. The damping coefficient C (x) at this time can be expressed as
The damping inertia ratio α can be expressed as
When acceleration is required to be used as a main control target, an inertial navigation-dominant correlation type double canopy is selected for adjustment; when the speed is required to be a main control target, the damping dominant correlation type double-canopy is selected for adjustment.
In order to compare and analyze the control effect of the double-ceiling suspension, sine waves with the amplitude of 0.1m and the frequency of 0-100 Hz are adopted as pavement displacement input, and the control effect is compared with the traditional passive suspension, the ceiling inertial suspension and the ceiling damping suspension. Sprung mass m of these four suspensions when empty 2 All 500kg, and the sprung mass m at full load 2 All being 1100kg, spring rate k, damping coefficient c, unsprung mass m 1 Tire stiffness k t Are all equal.
In order to specifically compare and analyze the influence of the zenith inertia on the load adaptability, the traditional passive suspension without the zenith inertia control and the zenith damping suspension are provided with two working conditions of empty and full load, and the zenith inertia suspension with the zenith inertia control and the double-zenith suspension are only provided with no-load working conditions.
In order to specifically compare and analyze the influence of the canopy damping on the road condition adaptability, according to the basic idea of the optimal damping ratio, the optimal damping is required to be matched on line according to different road conditions to adjust the damping ratio of the suspension system, so that the optimal smoothness is obtained, three road conditions are represented by three suspension damping ratios, and the suspension damping ratios in no-load are kept consistent. Fig. 5 to 7 are graphs showing comparison of root mean square values of vehicle body acceleration in each suspension when the suspension damping ratios are 0.16, 0.25, and 0.35, respectively.
As can be seen from fig. 5 to 7, the conventional passive suspension and the ceiling damping suspension have large vehicle body offset frequency variation when empty and full load, and have large vehicle body acceleration root mean square value low frequency peak value when empty and large vehicle body acceleration root mean square value low frequency peak value when full load, which indicates that the two suspensions have poor smoothness and poor load adaptability when empty; the low-frequency peak value of the acceleration root mean square value of the vehicle body of the zenith inertial suspension and the double zenith suspension in no-load is close to that of the traditional passive suspension in full-load, so that the two suspensions still have good smoothness in no-load and have good load adaptability. Therefore, the suspension controlled by the zenith inertia capacity ensures that the vehicle has good load adaptability, and can simulate full-load working conditions when no load exists.
From fig. 5 to 7, it can be known that the low-frequency peak value of the vehicle acceleration root mean square value of the full-load ceiling damping suspension and the empty-load double-ceiling suspension (simulating full load) has smaller variation under the damping ratio of the three suspensions, and is basically equivalent to the frequency deviation of the traditional passive suspension when full load, which indicates that the two suspensions still have good smoothness under different road conditions. Therefore, the suspension controlled by the canopy damping enables the vehicle to have good road condition adaptability.
In addition, compared with the traditional passive suspension when in no-load, the low-frequency peak value of the vehicle body acceleration root mean square value of the independent double-ceiling suspension is respectively reduced by 43.7%, 36.2% and 38.6% under the damping ratio of three suspensions, the inertial-navigation-related double-ceiling suspension is respectively reduced by 31.9%, 21.3% and 19.4%, and the damping-navigation-related double-ceiling suspension is respectively reduced by 11%, 7.9% and 14.2%, which indicates that the double-ceiling suspension has good load adaptability; compared with the canopy damping suspension during no-load, the low-frequency peak value of the vehicle body acceleration root mean square value of the independent double-canopy suspension is respectively reduced by 45.2%, 36.4% and 33.9% under the damping ratio of the three suspensions, the inertial-navigation-related double-canopy suspension is respectively reduced by 33.6%, 21.6% and 13.2%, and the damping-navigation-related double-canopy suspension is respectively reduced by 13.3%, 8.9% and 7.7%, so that the double-canopy suspension has good road condition adaptability. Therefore, when the canopy inertia capacity and the canopy damping are coordinated, the double-canopy suspension has load adaptability and road condition adaptability at the same time, and the smoothness is good. It should be noted that the independent double-ceiling suspension has the best control effect, but two sets of mechanisms are adopted to perform control, so that the space required by engineering arrangement is larger, and the cost is higher; the inertia dominant correlation type and damping dominant correlation type double-ceiling suspension control effect is inferior, but only one set of mechanism is needed to execute control, so that the space required by engineering arrangement is smaller, and the cost is low.
The invention provides a method for controlling the balance of the inertial capacity of a ceiling and the damping of the ceiling, which realizes the inertial capacity of the ceiling in a semi-active mode, has the control effect equivalent to increasing the sprung mass and always simulating the full-load working condition, thereby reducing the offset frequency of a vehicle body, improving the smoothness of the vehicle in no-load and ensuring that the vehicle has better empty and full-load adaptability; meanwhile, the damping of the canopy is simulated, and the damping is dynamically regulated along with road conditions, so that the optimal suspension damping ratio is still maintained under different road conditions, and the vehicle has better adaptability to the road conditions.
Claims (3)
1. The control method of the inertial and damping double-ceiling suspension system comprises a sprung mass (2), a spring (3), a non-sprung mass (4), a tire equivalent spring (5), a driving mechanism (9) and an ECU (10), and is characterized by further comprising an inertial and damping continuously adjustable device (8), wherein the spring (3) and the inertial and damping continuously adjustable device (8) are both arranged between the sprung mass (2) and the non-sprung mass (4), and the inertial and damping continuously adjustable device (8) is of a parallel adjustable structure consisting of an inertial continuously adjustable device a (8-1) and a continuously adjustable damper b (8-2); acceleration sensors (7) are respectively arranged on the sprung mass (2) and the unsprung mass (4), the acceleration sensors (7) are connected with an ECU (10), and the ECU (10) is connected with an inertial volume and damping continuously adjustable device (8) through a driving mechanism (9); the inertial mass and damping continuous adjustable device (8) is a set of inertial mass continuous adjustable device a (8-1) and a set of continuous adjustable damping shock absorber b (8-2) in an actuator independent type double-ceiling suspension system a, and is a set of hydraulic inertial mass and damping integrated continuous adjustable device c (8-3) in an actuator related type double-ceiling suspension b taking inertial mass control as a leading part and an actuator related type double-ceiling suspension c taking damping control as a leading part;
the method specifically comprises the following steps:
step 1: suspension system for double ceilingsMiddle adjustment of the inertial coefficient b of the canopy sky And the canopy damping coefficient c sky And both can be determined from the relationship with the suspension damping ratio ζ, calculated as:
wherein m is 2 The spring-loaded mass (2), k is the rigidity of the spring (3);
step 2: non-sprung mass accelerations are respectively obtained by acceleration sensors (7)Sprung mass acceleration->And transmitted to the ECU (10);
step 3: the ECU (10) obtains the data from the dataAnd->The magnitudes of the adjustable inertial coefficient B (x) and the adjustable damping coefficient C (x) are calculated in three ways:
a. actuator independent type
b. Actuator-related based on inertial control
C(x)＝α·B(x)
c. Actuator-related based damping control
B(x)＝C(x)/α
Wherein b is max And b min Respectively the maximum and minimum inertial coefficients of the adjustable inertial container device, c max And c min The damping coefficient is respectively the maximum damping coefficient and the minimum damping coefficient of the adjustable damping device, and alpha is the damping inertia-to-volume ratio of the hydraulic inertia-to-damping integrated continuous adjustable device;
step 4: the ECU (10) controls the driving mechanism (9) to drive and adjust the inertia capacity and damping continuously adjustable device (8) according to the magnitude of the dynamic inertia coefficient B (x) and the magnitude of the dynamic damping coefficient C (x), and the simulation of the zenith inertia capacity and the zenith damping is realized.
2. The method for controlling a double-ceiling suspension system of inertial and damping according to claim 1, wherein the damping coefficient C (x) of the hydraulic inertial and damping integrated continuously adjustable device with double-related displacement speed is expressed as
In the method, in the process of the invention,
wherein ρ is the density of the working fluid of the device, w is the width of the valve core, x is the displacement of the valve core relative to the valve body, D c Is the diameter of the hydraulic cylinder d c Diameter of piston rod of hydraulic cylinder, P h Is the pitch of the spiral groove of the valve core, D is the diameter of the valve core，r h Is the radius of the spiral groove of the valve core, D h Is the hydraulic diameter of a valve core spiral pipe, R h Is the curvature radius of the valve core spiral pipe, and mu is the viscosity of the working liquid;
meanwhile, the inertial coefficient B (x) is expressed as
The damping inertia ratio α can thus be expressed as
In the method, in the process of the invention,
wherein c 1 (x)>And 0, the device is a displacement speed double-related inertia and damping integrated continuous adjustable device.
3. Control method of an inertial and damping double-canopy suspension system according to claim 2, characterized in that in particular c 1 (x) When=0, the displacement speed double-related hydraulic type inertia and damping integrated continuous adjustable device is a displacement-related inertia and damping integrated continuous adjustable device, and the damping coefficient C (x) is expressed as
The damping inertia ratio α can be expressed as
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| CN114193994B (en) * | 2021-12-06 | 2024-03-19 | 江苏大学 | Ideal canopy system based on mechanical memory element and semi-active suspension system thereof |
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| JP3131048B2 (en) * | 1992-09-30 | 2001-01-31 | マツダ株式会社 | Vehicle suspension device |
| JP5747045B2 (en) * | 2010-02-05 | 2015-07-08 | ケンブリッジ・エンタープライズ・リミテッドＣａｍｂｒｉｄｇｅ Ｅｎｔｅｒｐｒｉｓｅ Ｌｉｍｉｔｅｄ | Damping and inertia hydraulic system |
| CN205220268U (en) * | 2015-12-31 | 2016-05-11 | 沈阳理工大学 | Vehicle suspension subassembly |
| CN105539046B (en) * | 2016-02-24 | 2017-09-22 | 浙江大学台州研究院 | Vehicle is actively used to appearance formula dynamic absorber suspension |
| CN105644289A (en) * | 2016-02-24 | 2016-06-08 | 浙江大学台州研究院 | Novel passive suspension comprising inertial container |
| CN105946498B (en) * | 2016-05-09 | 2018-06-12 | 江苏大学 | Ceiling is used to the simulated implementation system for holding suspension system and used capacitance device and control method |
| CN107563001B (en) * | 2017-08-01 | 2020-02-21 | 江苏大学 | Vehicle ISD suspension electromechanical network system real integration and passive realization method |
| CN108891220B (en) * | 2018-07-19 | 2020-07-28 | 燕山大学 | Ceiling control improvement method for semi-active suspension system of vehicle |
| CN109334378B (en) * | 2018-09-19 | 2021-09-10 | 江苏大学 | Vehicle ISD suspension active control method based on single neuron PID control |
| CN109733154B (en) * | 2018-12-25 | 2022-04-26 | 江苏大学 | Damping and inertial volume adjustable interconnected ISD suspension and system |
| CN110397695B (en) * | 2019-07-17 | 2021-03-23 | 重庆大学 | Suspension vibration reduction mechanism with magneto-rheological semi-active variable damping and active variable inertial capacitance |
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