CN113027975A - Damping adjustable vibration reduction valve group - Google Patents
Damping adjustable vibration reduction valve group Download PDFInfo
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- CN113027975A CN113027975A CN202110126564.XA CN202110126564A CN113027975A CN 113027975 A CN113027975 A CN 113027975A CN 202110126564 A CN202110126564 A CN 202110126564A CN 113027975 A CN113027975 A CN 113027975A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
- F16F9/32—Details
- F16F9/34—Special valve constructions; Shape or construction of throttling passages
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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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Abstract
The invention discloses a damping adjustable vibration attenuation valve group, and belongs to the technical field of hydraulic machinery and motor vehicle application. The large damper, the large damping two-way flow control valve and the large damping electric control stop valve in the vibration reduction valve group are sequentially connected to form a large damping control oil path, and the middle damper, the middle damping two-way flow control valve and the middle damping electric control stop valve are sequentially connected to form a middle damping control oil path; the small damper, the small damping two-way flow control valve and the small damping electric control stop valve are sequentially connected to form a small damping control oil path, the large damping control oil path, the middle damping control oil path and the small damping control oil path are connected in parallel, and six damping characteristics are adjusted by respectively controlling the power on and the power off of the large damping electric control stop valve, the middle damping electric control stop valve and the small damping electric control stop valve. The invention achieves the purpose of adjusting the multistage damping by hydraulic control, overcomes the limitation of the electromagnetic valve on the flow and can meet the use of various limit working conditions.
Description
Technical Field
The invention relates to a damping adjustable vibration attenuation valve group, and belongs to the technical field of hydraulic machinery and motor vehicle application.
Background
Along with the continuous improvement of the requirements on the vehicle transport capacity, the running stability, the safety and the comfort in the production operation process, particularly, the warehousing and transportation equipment with large load change needs to be added with a set of vehicle posture adjusting system while being matched with the hydro-pneumatic spring, the consistency of the vehicle bottom ground clearance in an empty and full load state and the trafficability of an uneven road surface are ensured by controlling the vehicle body posture, the dangerous phenomena of side turning and the like of the vehicle under a special operation condition can be effectively avoided, the requirements of the vehicle on the adaptability of the entire road surface are met, but the high-stability vehicle posture adjusting system is urgently needed to be developed due to the fact that the high-pressure operating system belongs to a hydraulic locking internal leakage, the height adjusting error, the lifting stability and other technical problems.
In addition, with the continuous increase of the vehicle speed, the traditional passive damping valve cannot meet the requirement of high-speed running of the vehicle on various complex road surfaces, and the suspension damping characteristic is generally required to be adjusted in time according to the change of the road surface and the vehicle speed, so that the research and development of the damping adjustable damping valve are particularly necessary and become the future development direction of the suspension technology.
Disclosure of Invention
In view of the above, the invention provides a damping adjustable vibration attenuation valve group, which achieves the purpose of adjusting multistage damping through hydraulic control, overcomes the limitation of an electromagnetic valve on flow, and can meet the use of various limit working conditions.
A damping adjustable vibration attenuation valve bank comprises a large damping two-way flow control valve, a large damper, a large damping electric control stop valve, a middle damper, a middle damping two-way flow control valve, a middle damping electric control stop valve, a small damper, a small damping two-way flow control valve and a small damping electric control stop valve; the large damper, the large damping two-way flow control valve and the large damping electric control stop valve are sequentially connected to form a large damping control oil way; the middle damper, the middle damping two-way flow control valve and the middle damping electric control stop valve are sequentially connected to form a middle damping control oil path, and the small damper, the small damping two-way flow control valve and the small damping electric control stop valve are sequentially connected to form a small damping control oil path; the large damping control oil path, the middle damping control oil path and the small damping control oil path are connected in parallel, and six damping characteristics are adjusted by respectively switching on and off the large damping electric control stop valve, the middle damping electric control stop valve and the small damping electric control stop valve.
Furthermore, the large-damping two-way flow control valve comprises a control port and two oil outlets of As and Ac, wherein the As and Ac oil outlets are also oil outlets of the damping adjustable vibration reduction valve group; the control port is connected with the large-damping electric control stop valve, an As port in the two oil outlets is connected with the hydro-pneumatic spring or the balanced suspension, an Ac port is connected with the energy accumulator, the large-damping electric control stop valve is connected with system pressure through an oil inlet Pa port of the damping adjustable vibration attenuation valve bank, and when the control port of the large-damping two-way flow control valve is communicated with system pressure oil through the large-damping electric control stop valve, the As and Ac two oil outlets are disconnected, so that the energy accumulator and the hydro-pneumatic spring cannot be communicated, and rigid locking is formed.
Further, the large damping two-way flow control valve, the middle damping two-way flow control valve and the small damping two-way flow control valve are identical in structure.
Furthermore, the large damping electric control stop valve, the middle damping electric control stop valve and the small damping electric control stop valve have the same structure and are two-position two-way cartridge valves,
further, the difference in orifice diameter between the large damper and the medium damper is not more than 2 mm.
Further, the difference in orifice diameter between the middle damper and the small damper is not more than 2 mm.
Has the advantages that:
the damping adjustable vibration attenuation valve group belongs to an active adjustment structure, generally the traditional vibration attenuation valve can not adjust the characteristics after the design is finished, and belongs to a passive structure; some proportional throttle valves in the market belong to the category of electromagnetic valves, the aim of adjusting the damping characteristic is achieved by adjusting the opening degree of a valve core of an electromagnetic slide valve by adjusting the current, although multi-stage adjustment can be achieved, the characteristic adjustment in a large flow range is difficult to achieve due to structural limitation, the maximum flow usually does not exceed 150L/min, a flow range of more than 200L/min is often required in the working process of a suspension system, and the requirement of special vehicles for shock-extinguishing and buffering cannot be met.
Through a large number of test tests, the difference values of the diameters of the throttling holes between the large, medium and small dampers are not more than 2mm, the phenomenon of internal hydraulic impact caused by overlarge force value difference in the damping switching process can be effectively avoided, the working stability of the system is improved, and the problem of indicator characteristic distortion is avoided.
Drawings
FIG. 1 is a schematic diagram of the structure of an adjustable damping valve assembly according to the present invention;
FIG. 2 is a schematic diagram of a five-axis vehicle load pressure self-feedback multi-stage damping adjustable balance suspension and cross-linked type vehicle posture adjusting system;
FIG. 3 is a schematic diagram of a single set of balanced suspension and cross-linked vehicle attitude adjustment system;
FIG. 4 is a schematic diagram of the main pressure control valve assembly;
FIG. 5 is a schematic diagram of a load pressure self-feedback attitude control valve set;
FIG. 6 is a schematic diagram of a flow control valve with load pressure self-feedback function;
FIG. 7 is a schematic diagram of a system pressure control valve;
FIG. 8 is a structural and schematic diagram of a load pressure self-feedback flow regulating valve;
FIG. 9 is a schematic diagram of the overall control logic relationship of the system;
FIG. 10 is a flow chart of a static vehicle attitude and damping adjustment control method;
FIG. 11 is a flow chart of a dynamic vehicle attitude and damping adjustment control method;
fig. 12 is a flow chart of a damping adjustment control method.
Wherein: 1-main pressure control valve group, 2-left front accumulator damping valve group, 3-left front accumulator, 4-left front built-in displacement sensor, 5-left oil-gas spring, 6-front load pressure self-feedback vehicle attitude adjusting valve group, 7-left oil-gas spring, 8-system pressure control valve group, 9-left three oil-gas spring, 10-rear load pressure self-feedback vehicle attitude adjusting valve group, 11-left four oil-gas spring, 12-left rear built-in displacement sensor, 13-left five oil-gas spring, 14-left rear accumulator, 15-left rear accumulator damping valve group, 16-right rear accumulator damping valve group, 17-right rear accumulator, 18-right five oil-gas spring, 19-right rear built-in displacement sensor, 20-right four oil-gas spring, 21-right three oil-gas spring, 22-two right oil-gas springs, 23-one right oil-gas spring, 24-right front built-in displacement sensor, 25-right front accumulator vibration damping valve bank, 26-right front accumulator, 27-oil return filter, 28-power source and pump, 29-oil tank, 30-main oil filter, 31-hydraulic control pilot overflow valve, 32-two-position three-way direction control valve, 33-main pressure sensor, 34-main pressure defibrillation device, 35-one-way valve, 36-large damping two-way flow control valve, 37-large damper, 38-middle damper, 39-middle damping two-way flow control valve, 40-small damper, 41-small damping two-way flow control valve, 42-small damping electric control stop valve, 43-middle damping electric control stop valve, 44-large damping electric control stop valve, 45-A way oil return valve, 46-A way oil drain load pressure self-feedback flow regulating valve, 47-A way hydraulic lock, 48-A way oil charge load pressure self-feedback flow regulating valve, 49-B way hydraulic lock, 50-B way oil charge load pressure self-feedback flow regulating valve, 51-B way oil drain load pressure self-feedback flow regulating valve, 52-B way oil return valve, 53-B way oil charge valve, 54-A way oil charge valve, 55-vehicle posture oil return one-way valve, 56-front throttling defibrillation device, 57-system pressure comparison valve, 58-rear pressure comparison valve, 59-rear throttling defibrillation device, 60-front pressure comparison valve, 61-end cover, 62-valve body, 63-guide spring, 64-valve core, 65-reset spring, 66-top cover, 67-protective ring and 68-O-shaped ring.
Detailed Description
The invention is described in detail below by way of example with reference to the accompanying drawings.
The invention provides a damping adjustable vibration attenuation valve bank, which is applied to a vehicle posture adjusting system of a multi-axle vehicle to attenuate the vibration of energy accumulators in the system, wherein the vehicle posture adjusting system is generally divided into four groups, namely a left front group, a right front group, a left rear group and a right rear group, so that four energy accumulators are correspondingly arranged, each energy accumulator corresponds to one damping adjustable vibration attenuation valve bank, the damping adjustable vibration attenuation valve banks are distributed and named as a left front energy accumulator vibration attenuation valve bank 2, a right front energy accumulator vibration attenuation valve bank 25, a left rear energy accumulator vibration attenuation valve bank 15 and a right rear energy accumulator vibration attenuation valve bank 16 according to distribution positions, and the structure and the principle of the damping valve bank are explained by taking the left front energy accumulator vibration attenuation valve bank 2 as.
Fig. 1 is a schematic diagram of a vibration damping valve group with a six-stage damping adjustable function. The left front accumulator vibration damping valve group 2 is a three-group parallel six-stage damping adjustable control system consisting of a large damping two-way flow control valve 36, a large damper 37, a large damping electric control stop valve 44, a middle damper 38, a middle damping two-way flow control valve 39, a middle damping electric control stop valve 43, a small damper 40, a small damping two-way flow control valve 41 and a small damping electric control stop valve 42, wherein the large damping electric control stop valve 44, the middle damping electric control stop valve 43 and the small damping electric control stop valve 42 are identical in structure and are usually two-position two-way cartridge valves, and the large damping two-way flow control valve 36, the middle damping two-way flow control valve 39 and the small damping two-way flow control valve 41 are identical in. The large damper 37, the large damping two-way flow control valve 36 and the large damping electric control stop valve 44 are sequentially connected to form a large damping control oil path; the middle damper 38, the middle damping two-way flow control valve 39 and the middle damping electric control stop valve 43 are sequentially connected to form a middle damping control oil path; the small damper 40, the small damping two-way flow control valve 41 and the small damping electric control stop valve 42 are sequentially connected to form a small damping control oil path. Each two-way flow control valve comprises a control port and two oil outlets of As and Ac, the As and Ac ports are also oil outlets of the energy accumulator damping valve group, the control port is connected with an electric control stop valve, the As port in the two oil outlets is connected with the group of hydro-pneumatic springs, the Ac port is connected with an energy accumulator, and the electric control stop valve is connected with system pressure through an oil inlet Pa port of the energy accumulator damping valve group; when the control port of the two-way flow control valve is communicated with system pressure oil through the electric control stop valve, the As oil outlet and the Ac oil outlet are disconnected, so that the energy accumulator and the oil-gas spring cannot be communicated, and rigid locking is formed. It should be noted that the present invention can realize the adjustment of 6 damping characteristics by the respective on-off control of the large, medium and small damping electrically controlled stop valves, and it is not obvious for a person skilled in the art that the specific number of the damping control oil passages can also be determined by the actual use condition of the vehicle, and the parameter matching of the specific damper is also related to the actual use condition and requirement of the vehicle, and can be flexibly configured. The difference in orifice diameter between the large damper 37 and the medium damper 38, and the difference in orifice diameter between the medium damper 38 and the small damper 40 are not more than 2 mm.
The posture adjusting system of the multi-shaft vehicle is generally divided into four groups of a left front group, a right front group, a left rear group and a right rear group, each group consists of oil-gas springs with different numbers, wherein the oil-gas spring combination numbers of the left front group, the right front group, the left rear group and the right rear group are the same, oil-gas spring rodless cavities in each group are mutually communicated, rod cavities are also mutually communicated to form four groups of balanced suspensions, further, the rodless cavity of the left front oil-gas spring combination is communicated with the rod cavity of the right front oil-gas spring combination, the rod cavity of the left front oil-gas spring combination is communicated with the rodless cavity of the right front oil-gas spring combination, the rodless cavity of the left rear oil-gas spring combination is communicated with the rod cavity of the right rear oil-gas spring combination, the rod cavity of the left rear oil-gas spring combination is communicated with the rodless cavity of the right rear oil-gas spring combination, and the rodless cavities of the left front, right front, left rear and right rear, the anti-side-tipping interconnection type balance suspension of the whole vehicle is formed, all parts of the hydraulic system and the hydro-pneumatic suspension are connected through high-pressure hard pipes (or hoses), and the electric control device is connected with the electromagnetic valve bank of the hydraulic system through a cable to provide control signals.
The hydraulic system can select a matched balance suspension and cross interconnection type vehicle posture adjusting system according to the requirements of the vehicle on roll rigidity and load distribution; according to the requirement of the lifting stability of the vehicle, a matched load pressure self-feedback flow regulating valve and a manually-adjusted mechanical flow control valve group can be selected; whether the matched energy accumulator vibration reduction valve set has the multistage damping adjustable function or not can be selected according to the requirements of the vehicle on the adaptability of different road surfaces. A plurality of integrated control valves can be combined randomly by a person skilled in the art according to actual needs to realize the adjustment of the vehicle posture.
The system principle is explained below by taking a five-axis vehicle posture adjusting system as an example, as shown in fig. 2, the multi-axis vehicle posture adjusting system of the invention mainly comprises a main pressure control valve group 1, a left front accumulator damping valve group 2, a left front accumulator 3, a left front built-in displacement sensor 4, a left hydro-pneumatic spring 5, a front load pressure self-feedback vehicle posture adjusting valve group 6, a left hydro-pneumatic spring 7, a system pressure control valve group 8, a left three hydro-pneumatic springs 9, a rear load pressure self-feedback vehicle posture adjusting valve group 10, a left four hydro-pneumatic spring 11, a left rear built-in displacement sensor 12, a left five hydro-pneumatic spring 13, a left rear accumulator 14, a left rear accumulator damping valve group 15, a right rear accumulator damping valve group 16, a right rear accumulator 17, a right five hydro-pneumatic spring 18, a right rear built-in displacement sensor 19, a right four hydro-pneumatic spring 20, a right three hydro-pneumatic spring 21, a right two hydro-pneumatic spring 22 and a right hydro-, a right front built-in displacement sensor 24, a right front accumulator damping valve group 25, a right front accumulator 26, an oil return filter 27, a power source and pump 28 and an oil tank 29. The left front built-in displacement sensor 4 is installed inside the left hydro-pneumatic spring 5, the left rear built-in displacement sensor 12 is installed inside the left five hydro-pneumatic spring 13, the right front built-in displacement sensor 24 is installed inside the right hydro-pneumatic spring 23, the right rear built-in displacement sensor 19 is installed inside the right five hydro-pneumatic spring 18, the displacement sensors can also be externally arranged at the suspension swing arm, namely, the hydro-pneumatic springs at the four farthest end points of the left front, the right front, the left rear and the right rear of the whole vehicle are respectively provided with the displacement sensors, so that the posture precision adjustment is convenient, and all the built-in displacement sensors are connected with a system controller through led-out control lines. The left front energy accumulator 3 is arranged on an Ac oil outlet of the left front energy accumulator damping valve group 2; the left rear energy accumulator 14 is arranged on an Ac oil outlet of the left rear energy accumulator damping valve group 15; the right rear energy accumulator 17 is installed on an Ac oil outlet of the right rear energy accumulator damping valve group 16, the right front energy accumulator 26 is installed on an Ac oil outlet of the right front energy accumulator damping valve group 25, and it should be noted that when the energy accumulators are connected with the corresponding energy accumulator damping valve groups, the energy accumulators can be connected with the valve groups through pipelines for convenience of arrangement, but the lengths of the pipelines should be reduced as much as possible, and pressure loss is reduced. An oil suction port of the power source and pump 28 is connected with an oil outlet of the oil tank 29, an oil inlet of P1 of the main pressure control valve group 1 is connected with an oil outlet of the power source and pump 28, and pressure oil at an outlet of the pump enters the system after being regulated by the main pressure control valve group 1. The oil outlet P of the main pressure control valve group 1 is simultaneously connected with the Pa control ports of the left front energy accumulator damping valve group 2, the left rear energy accumulator damping valve group 15, the right rear energy accumulator damping valve group 16 and the right front energy accumulator damping valve group 25 through pipelines to provide hydraulic control force for damping adjustment; the oil outlet P of the main pressure control valve group 1 is also connected with the oil inlet P of the front load pressure self-feedback turning posture adjusting valve group 6 and the rear load pressure self-feedback turning posture adjusting valve group 10 through pipelines to charge oil for the oil-gas spring. The rodless cavity of the left hydro-pneumatic spring 5 is connected with the rodless cavity of the left hydro-pneumatic spring 7 through a pipeline to form a left front balance suspension, and then is connected with an As oil outlet of the left front energy accumulator damping valve group 2, and the left front balance suspension is damped and the damping magnitude of the left front balance suspension is adjusted through the left front energy accumulator damping valve group 2; the rodless cavities of the left three oil-gas springs 9, the rodless cavities of the left four oil-gas springs 11 and the rodless cavities of the left five oil-gas springs 13 are connected through pipelines to form a left rear balanced suspension, and then are connected with the As oil outlet of the left rear energy accumulator damping valve group 15, and the left rear balanced suspension is damped and the damping magnitude of the damping is adjusted through the left rear energy accumulator damping valve group 15; the rodless cavity of the right hydro-pneumatic spring 23 is connected with the rodless cavity of the right hydro-pneumatic spring 22 through a pipeline to form a right front balance suspension, and then is connected with an As oil outlet of a right front energy accumulator damping valve group 25, and the right front balance suspension is damped and the damping magnitude of the right front balance suspension is adjusted through the right front energy accumulator damping valve group 25; the rodless cavities of the three right hydro-pneumatic springs 21, the rodless cavities of the four right hydro-pneumatic springs 20 and the rodless cavities of the five right hydro-pneumatic springs 18 are connected through pipelines to form a rear right balanced suspension, and then are connected with the As oil outlet of the rear right energy accumulator damping valve group 16, and the rear right balanced suspension is damped and the damping magnitude of the rear right balanced suspension is adjusted through the rear right energy accumulator damping valve group 16. The rod cavity of the left hydro-pneumatic spring 5 is connected with the rod cavity of the left hydro-pneumatic spring 7 through a pipeline and then connected with the right front balance suspension; the rod cavity of the right hydro-pneumatic spring 23 is connected with the rod cavity of the right hydro-pneumatic spring 22 through a pipeline and then connected with the left front balance suspension; the rod cavities of the left three hydro-pneumatic springs 9, the rod cavities of the left four hydro-pneumatic springs 11 and the rod cavities of the left five hydro-pneumatic springs 13 are connected through pipelines and then connected with the right rear balance suspension; the rod cavities of the right three hydro-pneumatic springs 21, the rod cavities of the right four hydro-pneumatic springs 20 and the rod cavities of the right five hydro-pneumatic springs 18 are connected through pipelines and then connected with the left rear balance suspension. The A oil outlet of the front load pressure self-feedback car posture adjusting valve group 6 is connected with a left front balance suspension, the B oil outlet is connected with a right front balance suspension, the T oil return port is connected with an oil return port of the oil tank 29, the Ka port is connected with the left front balance suspension, the Kb port is connected with the right front balance suspension, the Ka port and the Kb port serve as load pressure feedback interfaces of the valve group, an internal pressure feedback loop is formed by collecting load pressures of the left front balance suspension and the right front balance suspension, and the stability of suspension lifting of two sides is controlled. The A oil-out of back load pressure self feedback car appearance governing valve group 10 hangs continuously with left back balance, the B oil-out hangs continuously with right back balance, the T oil return opening passes through the T oil return opening of main pressure control valves 1 and links to each other with oil tank 29 oil return opening, Ka mouthful links to each other with left back balance, Kb mouthful links to each other with right back balance, Ka mouthful and Kb mouthful load pressure feedback interface as the valves, hang load pressure formation internal pressure feedback return circuit through gathering left back and right back balance, the stationarity that the control both sides hung the lift. The Fa end of a system pressure control valve group 8 is connected with a left front balance suspension to collect load pressure at the left front part of a vehicle, the Fb end is connected with a right front balance suspension to collect load pressure at the right front part of the vehicle, the Ra end is connected with a left rear balance suspension to collect load pressure at the left rear part of the vehicle, the Rb end is connected with a right rear balance suspension to collect load pressure at the right rear part of the vehicle, after the load pressure at each part is compared with the internal pressure of the system pressure control valve group 8, the maximum load pressure of the whole vehicle is output through a PLs port, the PLs port is connected with a pressure feedback LS port of a main pressure valve group 1, the maximum load pressure is input through the LS port to be control pressure for controlling the maximum actual working pressure of the whole system, so that the actual working pressure of the whole system is always higher than the maximum load pressure by 0.6-. The As oil outlet and the Ac oil outlet of the left front energy accumulator damping valve group 2, the left rear energy accumulator damping valve group 15, the right rear energy accumulator damping valve group 16 and the right front energy accumulator damping valve group 25 are communicated through damping flow control valves.
FIG. 3 is a schematic diagram of a single set of balanced suspension and cross-linked vehicle attitude adjustment system. The rodless cavity of the first left hydro-pneumatic spring 5 is connected with the rodless cavity of the second left hydro-pneumatic spring 7 through a pipeline to form a left front balance suspension; the rodless cavity of the right hydro-pneumatic spring 23 is connected with the rodless cavity of the right hydro-pneumatic spring 22 through a pipeline to form a right front balanced suspension, the effect of the balanced suspension is mainly used for balancing the internal pressure of each wheel suspension cylinder, the phenomenon of overload impact is avoided, and the system reliability is improved. For example, when the piston rod of the left hydro-pneumatic spring 5 is impacted to contract, the height of the vehicle body at the corresponding position is increased due to the impact of the hydro-pneumatic spring piston rod, and simultaneously, the pressure in the rodless cavity of the left hydro-pneumatic spring 5 is increased suddenly, when the vehicle is not suspended in a balanced manner, the vehicle body is only increased suddenly at the position, so that the vehicle posture is rocked, even the vehicle frame is twisted, and the axle and other parts of the vehicle suspension are damaged. When the vehicle adopts balanced suspension, because the rodless cavities of the front hydro-pneumatic spring and the rear hydro-pneumatic spring are communicated with each other, high-pressure oil in the rodless cavity of the left hydro-pneumatic spring 5 can be pressed into the rodless cavity of the left hydro-pneumatic spring 7, and the pressure in the rodless cavity of the left hydro-pneumatic spring 7 rises, so that the piston rod of the hydro-pneumatic spring can be driven to extend out in a follow-up manner, the balance of the vehicle body on the same side rises, the torsion of the vehicle frame is reduced, and the. The rod cavity of the left hydro-pneumatic spring 5 is connected with the rod cavity of the left hydro-pneumatic spring 7 through a pipeline and then is connected with the right front balance suspension to form cross interconnection; the rod cavity of the right hydro-pneumatic spring 23 and the rod cavity of the right hydro-pneumatic spring 22 are connected with the left front balance suspension through pipelines to form cross interconnection. The cross-linking function is mainly to reduce the excessive deflection of the vehicle body caused by uneven loads on the left side and the right side of the vehicle. For example, when the vehicle turns right, the left side of the unassembled cross-connected vehicle is subjected to large stress, the hydro-pneumatic spring piston rod is contracted, the vehicle body can generate large side inclination, and the vehicle can generate side overturning in severe cases; and the vehicle of assembly cross interconnection, when the left side atress was great, the hydro-pneumatic spring piston rod shrink, and left side hydro-pneumatic spring does not have the pole intracavity pressure and risees, and high-pressure oil gets into the right side along cross interconnection system and has the pole chamber, and the right side hydro-pneumatic spring is owing to there is the pole chamber pressure to rise, and the piston rod shrink for the passive compression of right side hydro-pneumatic spring causes the decline of right side automobile body certain degree, reduces the angle that the automobile body heeled, reduces the risk that the vehicle turned on one. It should be noted that the number of hydro-pneumatic springs included in the single set of balanced suspensions and cross-connects is related to the actual condition of the vehicle, and those skilled in the art can group the springs according to the actual load distribution of the vehicle.
Fig. 4 is a schematic diagram of a main pressure control valve assembly. The main pressure control valve group 1 is composed of a main oil filter 30, a pilot operated overflow valve 31, a two-position three-way directional control valve 32, a main pressure sensor 33, a main pressure defibrillation device 34 and a one-way valve 35. The main oil filter 30 is sequentially connected with the two-position three-way directional control valve 32 from an oil inlet P1 port to an oil outlet P port of the main pressure control valve group 1, the oil outlet of the two-position three-way directional control valve 32 is connected with the check valve 35 in series and then is connected with a T1 port of the main pressure control valve group 1, oil return is facilitated, oil liquid of an oil tank is prevented from flowing backwards, a pressure port of the two-position three-way directional control valve 32 is connected with the oil inlet P port of the main pressure control valve group 1 and is connected with the main pressure sensor 33, and system working pressure is conveniently; the hydraulic control pilot overflow valve 31 is connected in parallel with the two-position three-way directional control valve 32 and used for controlling the working pressure of the system, a hydraulic pilot control port of the hydraulic control pilot overflow valve 31 is reset in the same direction as the pressure of the valve core spring and is connected with an LS port of the main pressure control valve group 1 and used for receiving a system maximum pressure feedback signal, the system pressure entering the hydraulic control pilot overflow valve 31 is equal to the sum of the pressure of the hydraulic pilot control port and the back pressure spring force of the internal valve core, and therefore the purpose that the system pressure is only 0.6-0.9 MPa higher than the maximum load pressure all the time is achieved.
Fig. 5 is a schematic diagram of a load pressure self-feedback vehicle attitude adjusting valve set. The front load pressure self-feedback vehicle posture adjusting valve group 6 and the rear load pressure self-feedback vehicle posture adjusting valve group 10 have the same structural principle, and the front load pressure self-feedback vehicle posture adjusting valve group 6 is specifically explained below. The front load pressure self-feedback vehicle posture adjusting valve group 6 consists of an A-way oil return valve 45, an A-way oil drain flow adjusting valve 46, an A-way hydraulic lock 47, an A-way oil charge flow adjusting valve 48, a B-way hydraulic lock 49, a B-way oil charge flow adjusting valve 50, a B-way oil drain flow adjusting valve 51, a B-way oil return valve 52, a B-way oil charge valve 53, an A-way oil charge valve 54 and a vehicle posture oil return one-way valve 55, is divided into an A-way oil circuit and a B-way oil circuit, and can be connected with different oil gas springs or balanced suspensions.
The A path oil filling flow regulating valve 48, the A path oil discharging flow regulating valve 46, the B path oil filling flow regulating valve 50 and the B path oil discharging flow regulating valve 51 are all one-way flow regulating valves with load pressure self-feedback function, the basic principle and the structural form are the same, as shown in figure 6, only when in use, the flow of the oil in different directions is controlled through different connection modes and combinations, a valve core and a valve body in the one-way flow regulating valve are both in a conical structure, the angle of the oblique angle of the valve body is slightly larger, the purpose is to realize the one-way flow regulating function, the one-way flow regulating valve P2 is an input end, the P1 is an output end, the oil inlet and the oil outlet in a controlled oil path are respectively connected, the K1 and the K2 are two external pressure control ends, the K2 end and the valve core spring pressure are reset in the same direction, the K1 end controls the flow regulating valve, when the load self-feedback control device is used, the ends K1 and K2 are respectively connected with corresponding load pressure according to requirements, and the opening degree of the flow valve is controlled through the load self pressure to form load self-feedback control.
The A-way oil discharge flow regulating valve 46 and the A-way oil charge flow regulating valve 48 are reversely connected in parallel to form a bidirectional flow regulating valve group, namely, the input end P2 of the A-way oil discharge flow regulating valve 46 is connected with the output end P1 of the A-way oil charge flow regulating valve 48, the output end P1 of the A-way oil discharge flow regulating valve 46 is connected with the input end P2 of the A-way oil charge flow regulating valve 48, the control end K1 of the A-way oil discharge flow regulating valve 46 and the control end K2 of the A-way oil charge flow regulating valve 48 are communicated with the end Ka of the load connected with the A-way through an internal oil circuit of the valve group to form a self-feedback control oil circuit of load pressure, the control end K2 of the A-way oil discharge flow regulating valve 46 and the control end K1 of the A-way oil charge flow regulating valve 48 are connected with the end Kb of the B-way through an internal oil circuit of the valve group to form another self-feedback control oil circuit of, when the load is reduced, the flow of the load on the A path is reduced; if the load of the path A is smaller than the load of the path B on the opposite side of the same axis, the flow of the load of the path A is reduced when the load of the path A rises, and the flow of the load of the path A is increased when the load of the path A falls.
The B-path oil discharge flow regulating valve 51 and the B-path oil filling flow regulating valve 50 are reversely connected in parallel to form a bidirectional flow regulating valve group, namely, the input end P2 of the B-path oil discharge flow regulating valve 51 is connected with the output end P1 of the B-path oil filling flow regulating valve 50, the output end P1 of the B-path oil discharge flow regulating valve 51 is connected with the input end P2 of the B-path oil filling flow regulating valve 50, the control end K1 of the B-path oil discharge flow regulating valve 51 and the control end K2 of the B-path oil filling flow regulating valve 50 are connected with the end Kb of the load connected with the B-path through an internal oil circuit of the valve group to form a load pressure self-feedback control oil circuit of one path, the control end K2 of the B-path oil discharge flow regulating valve 51 and the control end K1 of the B-path oil filling flow regulating valve 50 are connected with the end Ka of the load connected with the A-path through an internal oil circuit to form a load pressure self-feedback, when the load is reduced, the flow of the load on the B path is reduced; if the load on the B path is smaller than the load on the A path, the flow of the load on the B path is reduced when the load on the B path rises, and the flow of the load on the B path is increased when the load on the B path falls.
The inlet of the A path oil filling valve 54 is connected with the inlet of the B path oil filling valve 53, and then is connected with the input end P port of the front load pressure self-feedback vehicle posture adjusting valve group 6 through the internal oil path of the valve group to form an oil supply end of A, B two oil paths; the oil outlet of the a-way oil return valve 45 is connected with the oil outlet of the B-way oil return valve 52, then is connected with the vehicle posture oil return one-way valve 55 in series, and is connected with the oil return T port of the front load pressure self-feedback vehicle posture adjusting valve group 6 through the internal oil way of the valve group to form oil return ends of A, B two oil ways. The purpose of the tandem vehicle attitude oil return check valve 55 is to prevent oil in the oil tank from flowing backwards to influence the normal operation of the system.
The A path hydraulic lock 47, the two-way flow regulating valve group and the A path oil filling valve 54 are sequentially connected in series to form an A path oil inlet path, and the A path hydraulic lock 47, the two-way flow regulating valve group and the A path oil return valve 45 are sequentially connected in series to form an A path oil return path; the B-path hydraulic lock 49, the two-way flow regulating valve set and the B-path oil filling valve 53 are sequentially connected in series to form a B-path oil inlet path, and the B-path hydraulic lock 49, the two-way flow regulating valve set and the B-path oil return valve 52 are sequentially connected in series to form a B-path oil return path. The path a hydraulic lock 47, the path a oil filling valve 54, the path a oil return valve 45, the path B hydraulic lock 49, the path B oil filling valve 53, and the path B oil return valve 52 are two-position two-normally closed electromagnetic valves, and are powered on when oil is required to be filled or drained, so as to reduce power loss.
Fig. 7 is a schematic diagram of the system pressure control valve 8. The system pressure control valve 8 is comprised of a front throttle defibrillation device 56, a system pressure comparison valve 57, a rear pressure comparison valve 58, a rear throttle defibrillation device 59, and a front pressure comparison valve 60. Two input ends Fa and Fb of the front pressure comparison valve 60 are respectively connected with hydro-pneumatic springs or balance suspensions on two sides of the front part of the vehicle; two input terminals Ra and Rb of the rear pressure comparison valve 58 are connected to hydro-pneumatic springs on both sides of the rear of the vehicle, respectively. The output of the front pressure comparison valve 60 is connected in series with the front-throttle defibrillation device 56 and then to one input of the system pressure comparison valve 57, and the output of the rear pressure comparison valve 58 is connected in series with the rear-throttle defibrillation device 59 and then to the other input of the system pressure comparison valve 57. After the load pressures at the two sides of the front part are compared by a front pressure comparison valve 60, the higher pressure is subjected to noise reduction and defibrillation by a front throttling defibrillation device 56 and enters one input end of a system pressure comparison valve 57, after the load pressures at the two sides of the rear part are compared by a rear pressure comparison valve 58, the higher pressure is subjected to noise reduction and defibrillation by a rear throttling defibrillation device 59 and enters the other input end of the system pressure comparison valve 57, the two higher load pressures at the front and the rear part pass through the system pressure comparison valve 57 and are compared to find the maximum load of the vehicle, the maximum load is transmitted to a PLs port of a system pressure control valve 8 through the output end of the system pressure comparison valve 57 and then is connected with a pressure feedback LS port of a main pressure control valve bank 1, and the maximum load pressures are subjected to noise reduction and defibrillation by a main pressure defibrillation device 34 and then are input to a, the real-time correlation between the actual working pressure of the system and the highest load of the system is realized, and the pressure loss caused by the no-load of the system is reduced.
Fig. 8 is a structure and schematic diagram of a load pressure self-feedback flow regulating valve. The structure of all the load pressure self-feedback flow regulating valves in the system is the same, and the following description is provided with reference to fig. 6. The load pressure self-feedback flow regulating valve consists of an end cover 61, a valve body 62, a guide spring 63, a valve core 64, a return spring 65, a top cover 66, a protective ring 67 and an O-shaped ring 68. The valve can be an external independent flow regulating device, and can also be embedded in the valve bank to form a component of the valve bank. The valve core 64 is assembled in a central hole of the valve body 62, a conical surface sealing structure is adopted, one end of the valve body 62 is provided with an end cover 61, the other end of the valve body 62 is provided with a top cover 66, the central hole of the end cover 61 is a K1 control end of the load pressure self-feedback flow regulating valve, the central hole of the top cover 66 is a K2 control end of the load pressure self-feedback flow regulating valve, a K1 control end and a K2 control end are opposite and are positioned on the axis of the valve core 64, two protection rings 67 are respectively arranged on two sides of an O-shaped ring 68 and are assembled in a sealing groove of the end cover 61 and are matched with a guide column of the valve core 64 to isolate a pressure medium of the K1 control end and a P1 output end, and the. The control end of K1, the output end of P1 and the guide spring 63 are all arranged at one end with a large diameter of the conical valve core 64, and are supported and limited by the end cover 61, the function of the end cover is to provide locking pressure of the valve core 64 and simultaneously play a role of guiding the valve core 62, and the rigidity and the precompression of the guide spring 63 are related to the working pressure of the system. An O-ring 68 and a protection ring 67 distributed on two sides of the O-ring are also assembled in the sealing groove of the valve body 62, and are matched with the valve core 64 for isolating the pressure medium of the control end of the K2 and the input end P2, and the top cover 66 is used as a supporting limit of the return spring 65 and is connected to the other end of the valve body 62. The K2 control end, the input end P2 and the return spring 65 are all arranged at one end of the small diameter of the conical valve core 64, the return spring 65 is arranged in an inner hole of a guide column at the end of the small diameter of the valve core 64, the function of the return spring is to provide balanced pressure difference between the control ends K1 and K2, the function of the return spring is to provide pre-thrust for opening the valve core 64, and the rigidity and the pre-compression amount of the return spring 65 are related to the working pressure of the system. When the valve core 64 normally works, the valve core 64 is pressed onto the valve body 62 under the action of the guide spring 63, and when the oil pressure flows from P1 to P2, the valve core 64 is locked due to the pressure difference, a passage is cut off, and the flow rate cannot be regulated; when the oil pressure flows from P2 to P1, the pressure difference pushes the valve core 64 to move, a passage is opened, the valve core 64 is controlled to move to a required force balance position through the comparison of the pressure of the K1 end and the pressure of the K2 end, a fixed annular gap throttling channel is formed at the conical surface between the valve core 64 and the valve body 62, the throttling area is in direct proportion to the evolution of the pressure difference between the load pressure and the system pressure, and the throttling effect is generated on the flowing oil. The taper hole of the valve body 62 has a slightly larger angle than the taper of the valve core 64 of the cone valve, so that the valve core 64 can be smoothly locked under the one-way action.
It should be noted that the compression rate of the O-ring 68 in cooperation with the valve core 64 generally needs to be controlled to be 16% -20%, and the pre-tightening force value of the guide spring 63 should be greater than that of the return spring 65, so as to ensure that the valve core is effectively locked to avoid an internal leakage phenomenon; the axes of the P1 output and P2 inputs are designed to be generally perpendicular to the axis of the spool 64; the K1 control port and the pilot spring 63 serve to decrease the opening degree of the spool 64, and the K2 control port and the return spring 65 serve to increase the opening degree of the spool 64.
FIG. 9 is a schematic diagram of the general control logic relationship of the vehicle attitude control system of the present invention. The system uses a motor (or an engine) and a pump as power sources to provide high-pressure power, uses an oil-gas suspension as an execution element, and acquires the maximum working load of each wheel as the actual working pressure of the system through a system internal pressure self-feedback system so as to achieve the purpose of saving energy of the system; the controller downloads information such as vehicle speed and the like through a bus, collects parameters such as hydro-pneumatic suspension pressure, displacement and speed, calculates parameters such as hydro-pneumatic spring displacement change by combining a system algorithm, adjusts damping and rigidity characteristics of the hydro-pneumatic suspension in real time and vehicle height to form closed-loop control, and improves vehicle trafficability, operation stability and comfort. Meanwhile, when the height of the vehicle body is adjusted, the flow of each part of the system is controlled through the internal pressure self-feedback system, the lifting stability of the vehicle is kept, the flow of each wheel position is reasonably distributed, and the purpose of stable lifting is achieved.
FIG. 10 is a flow chart of a static vehicle attitude and damping adjustment control method. The method comprises the following steps:
the first step is as follows: when a driver pulls a corresponding adjusting button, the system enters a self-checking state, and whether the vehicle can enter a vehicle posture and damping static adjusting program is judged by acquiring a vehicle speed signal;
the second step is that: when the vehicle speed is less than 10km/h, judging that the regulation requirement is met, entering a next static regulation program, and when the vehicle speed is more than 10km/h, judging that the regulation requirement is not met, entering a dynamic regulation program;
the third step: the system collects pressure signals of each wheel of hydro-pneumatic spring and position signals of the oil cylinder;
the fourth step: the system judges whether the pressure of the single wheel exceeds the limit or not according to the pressure information, if the pressure exceeds the limit, the system initial damping is set to be heavy-load cross-country damping, if the pressure does not exceed the limit, the system initial damping is set to be no-load cross-country damping, and the system initial damping is matched with the sprung mass and the suspension stiffness of the vehicle according to a relative damping coefficient of 0.25;
the fifth step: the system adjusts the static height of the vehicle posture according to the action requirement input by the driver, judges whether the vehicle posture height is in place or not by acquiring displacement signals of the wheel displacement oil cylinders in real time, finishes the adjustment if the vehicle posture height is in place, and returns to the third step if the vehicle posture height is not in place.
FIG. 11 is a flow chart of a dynamic vehicle attitude and damping adjustment control method, which is implemented as follows:
the first step is as follows: when a driver pulls a corresponding adjusting button, the system enters a self-checking state, and whether the vehicle can enter a vehicle posture and damping dynamic adjusting program is judged by acquiring a vehicle speed signal;
the second step is that: when the vehicle speed is more than 10km/h, judging that the regulation requirement is met, entering a next dynamic regulation program, and when the vehicle speed is less than 10km/h, judging that the regulation requirement is not met, entering a static regulation program;
the third step: taking a specified driving distance of 500m as a sampling period, and calculating sampling time according to the sampling period;
the fourth step: the system respectively carries out dynamic adjustment of the posture of the vehicle body and semi-active adjustment of the damping in the sampling time;
when the vehicle body posture is dynamically adjusted, the system extracts the stroke and the internal pressure change of each wheel of hydro-pneumatic spring according to the sampling frequency of 20Hz-30Hz, respectively calculates the arithmetic mean value and the root mean square value of the stroke and the pressure change of the hydro-pneumatic spring within the set time, compares the arithmetic mean value and the root mean square value with the vehicle body height at the initial static balance position to obtain the vehicle posture height variation caused by the influence of factors such as suspension temperature rise and the like in the vehicle driving process, finally executes corresponding adjusting action according to the set program setting, and compares the data of the corresponding displacement sensor with a target value in real time until the required vehicle posture height is reached;
when damping semi-active adjustment is carried out, the system extracts stroke changes of each wheel of hydro-pneumatic springs in sampling time according to the sampling frequency of 20Hz-30Hz, power spectral density data processing is carried out in a frequency domain to judge the grade of the road surface, and damping characteristics are optimized according to the grade of the road surface; the system simultaneously extracts pressure changes of each wheel of hydro-pneumatic springs within sampling time according to the sampling frequency of 20Hz-30Hz, judges whether the vehicle is in a no-load or heavy-load state according to whether the single-wheel load is overloaded, judges whether initial damping setting meets requirements or not by combining the load state of the vehicle and the optimized damping characteristic, if so, the system is finished, and if not, the system opens and closes a corresponding damping control valve and selects a corresponding damping size.
The method is characterized in that a small damping mode is adopted on a good high-frequency road surface, a large damping mode is adopted on a low-frequency and large-fluctuation dirt road surface and a cross-country road surface, and a suspension damping force value is adjusted to enable a vehicle to reach an ideal running state.
Fig. 12 is a flow chart of a damping adjustment control method, which implements the following steps:
the first step is as follows: collecting load signals of each wheel of hydro-pneumatic spring after the system is electrified;
the second step is that: the system judges whether the pressure of the single wheel exceeds the limit or not through the load signal, if the pressure exceeds the limit, the system initial damping is set to be heavy-load cross-country damping, if the pressure does not exceed the limit, the system initial damping is set to be no-load cross-country damping, and the system initial damping is matched with the sprung mass and the suspension stiffness of the vehicle according to a relative damping coefficient of 0.25;
the third step: the system collects a vehicle speed signal, takes a specified driving distance of 500m as a sampling period, and calculates sampling time according to the sampling period;
the fourth step: the system extracts stroke changes of each wheel of hydro-pneumatic spring in sampling time according to the sampling frequency of 20Hz-30Hz, performs power spectral density data processing in a frequency domain to judge the grade of the road surface, and optimizes the damping characteristic according to the grade of the road surface; the system simultaneously extracts the pressure change of each wheel of hydro-pneumatic spring in sampling time according to the sampling frequency of 20Hz-30Hz, and judges whether the vehicle is in a no-load or heavy-load state according to whether the single-wheel load is overloaded;
the fifth step: the system judges whether the initial damping setting meets the requirements or not by combining the vehicle load state and the optimized damping characteristic, if so, the system is ended, if not, the system opens and closes the corresponding damping control valve, and selects the corresponding damping size.
In summary, the above description is only a preferred embodiment of the present invention, and is not intended to limit the scope of the present invention. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (6)
1. The damping adjustable vibration attenuation valve bank is characterized by comprising a large damping two-way flow control valve, a large damper, a large damping electric control stop valve, a middle damper, a middle damping two-way flow control valve, a middle damping electric control stop valve, a small damper, a small damping two-way flow control valve and a small damping electric control stop valve; the large damper, the large damping two-way flow control valve and the large damping electric control stop valve are sequentially connected to form a large damping control oil way; the middle damper, the middle damping two-way flow control valve and the middle damping electric control stop valve are sequentially connected to form a middle damping control oil path, and the small damper, the small damping two-way flow control valve and the small damping electric control stop valve are sequentially connected to form a small damping control oil path; the large damping control oil path, the middle damping control oil path and the small damping control oil path are connected in parallel, and six damping characteristics are adjusted by respectively switching on and off the large damping electric control stop valve, the middle damping electric control stop valve and the small damping electric control stop valve.
2. The damping adjustable shock absorber valve group As defined in claim 1, wherein said large damping two-way flow control valve comprises a control port and two outlets As and Ac, the outlets As and Ac being also outlets of the damping adjustable shock absorber valve group; the control port is connected with the large-damping electric control stop valve, an As port in the two oil outlets is connected with the hydro-pneumatic spring or the balanced suspension, an Ac port is connected with the energy accumulator, the large-damping electric control stop valve is connected with system pressure through an oil inlet Pa port of the damping adjustable vibration attenuation valve bank, and when the control port of the large-damping two-way flow control valve is communicated with system pressure oil through the large-damping electric control stop valve, the As and Ac two oil outlets are disconnected, so that the energy accumulator and the hydro-pneumatic spring cannot be communicated, and rigid locking is formed.
3. The set of adjustable damping valves according to claim 2, wherein the high damping two-way flow control valve, the medium damping two-way flow control valve and the low damping two-way flow control valve are identical in structure.
4. The damping adjustable shock absorption valve group as claimed in claim 3, wherein the large damping electric control stop valve, the middle damping electric control stop valve and the small damping electric control stop valve have the same structure and are two-position two-way cartridge valves.
5. The damping adjustable shock valve set as defined in claim 4, wherein the orifice diameter difference between the large damper and the medium damper is not greater than 2 mm.
6. The damping adjustable shock valve set as defined in claim 5, wherein the orifice diameter difference between the middle damper and the small damper is not more than 2 mm.
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| CN202110126564.XA CN113027975A (en) | 2021-01-29 | 2021-01-29 | Damping adjustable vibration reduction valve group |
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| CN202110126564.XA CN113027975A (en) | 2021-01-29 | 2021-01-29 | Damping adjustable vibration reduction valve group |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114483873A (en) * | 2022-01-26 | 2022-05-13 | 陈昱洲 | Damping vibration attenuation device for series damping branch |
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| CN105882346A (en) * | 2016-03-24 | 2016-08-24 | 中国北方车辆研究所 | Principal pressure control valve unit for metering pump |
| DE102017106802A1 (en) * | 2017-03-29 | 2018-10-04 | Thyssenkrupp Ag | Hydraulic vibration damper, in particular for a vehicle chassis |
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| CN1699781A (en) * | 2005-06-24 | 2005-11-23 | 浙江大学 | Vehicle hydraulic damper with actively adjustable damping for semiactive suspension |
| CN204284293U (en) * | 2014-11-06 | 2015-04-22 | 湖北航天技术研究院特种车辆技术中心 | A kind of adjustable damper valve and hydro pneumatic suspension |
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| CN114483873B (en) * | 2022-01-26 | 2024-06-04 | 陈昱洲 | Damping vibration damper with serially connected damping branches |
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