CN113525534A - Cab semi-active suspension control method and device based on frequency division control - Google Patents
Cab semi-active suspension control method and device based on frequency division control Download PDFInfo
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Abstract
The invention discloses a cab semi-active suspension control method and device based on frequency division control, which comprises the steps of obtaining an acceleration signal of a suspension point of a cab of a vehicle to be controlled; integrating the acceleration signal to obtain a corresponding speed signal; determining the vibration type of the vehicle to be controlled to be high-frequency vibration or low-frequency vibration according to the speed signal; and matching corresponding damping according to the vibration type, and outputting current corresponding to the damping to a solenoid valve of a semi-active suspension so as to control the semi-active suspension of the cab of the vehicle to be controlled.
Description
Technical Field
The invention relates to the technical field of semi-active suspension, in particular to a cab semi-active suspension control method and device based on frequency division control.
Background
With the rapid development of the modern logistics industry, the modern logistics industry has higher requirements on the safety and the continuity of freight transportation, so that the automobile is required to have better performance in the aspects of comfort, controllability, stability and the like during running. The suspension is one of the important assemblies of modern automobiles, and the suspension is used for relieving impact load transmitted to an automobile body from an uneven road surface and attenuating vibration of a bearing system caused by the impact load, wherein the vibration of the automobile is an important factor influencing the running performance of the automobile, and the vibration not only reduces the running smoothness of the automobile, but also influences the grounding safety and the operating stability of the automobile.
At present, the technology of semi-active suspension and active suspension is mature and gradually becomes an option for improving comfort.
The performance of the semi-active suspension has a great relationship with a control algorithm thereof. At present, the number of semi-active suspension control algorithms which can be directly applied to a real vehicle is small, most of researches on the control algorithms are limited to 1/4 vehicle models, data which need to be measured are large, the requirement on the computing capacity of a control chip is high, and the semi-active suspension control algorithms are not suitable for being directly used on the real vehicle.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: the method and the device for controlling the semi-active suspension of the cab based on frequency division control optimize the vibration condition of a vehicle in the driving process and improve the driving comfort by providing a frequency division control algorithm.
In order to solve the technical problem, the invention provides a cab semi-active suspension control method based on frequency division control, which comprises the following steps:
acquiring an acceleration signal of a suspension point of a cab of a vehicle to be controlled;
integrating the acceleration signal to obtain a corresponding speed signal;
determining the vibration type of the vehicle to be controlled to be high-frequency vibration or low-frequency vibration according to the speed signal;
and matching corresponding damping according to the vibration type, and outputting current corresponding to the damping to a solenoid valve of a semi-active suspension so as to control the semi-active suspension of the vehicle cab to be controlled.
Further, performing integration processing on the acceleration signal, specifically:
performing integral calculation on the acceleration signal according to a zero-mean de-trend term method; the calculation formula is as follows:
i＝200～+∞；
wherein,
acceleration signals directly acquired by an acceleration sensor;
the acceleration signal is processed by a zero mean value method detrending item;
is a speed signal directly obtained by the Longge Kutta integration; h is the sampling step length of the acceleration sensor;
is the velocity signal processed by the zero mean method detrending item.
Further, according to the speed signal, determining that the vibration type of the vehicle to be controlled is high-frequency vibration or low-frequency vibration, specifically:
substituting the speed signal into a frequency division function for calculation, and if the calculated value is greater than or equal to 0, determining that the vibration type of the vehicle to be controlled is high-frequency vibration; if the calculated value is less than 0, determining that the vibration type of the vehicle to be controlled is low-frequency vibration;
wherein the frequency division function is:
where α is the division reference frequency.
Further, matching corresponding damping according to the vibration type specifically includes:
selecting small damping when the vibration type is high-frequency vibration, and selecting large damping when the vibration type is low-frequency vibration;
and obtaining a damping output formula according to the frequency division function:
wherein, cmax，cminThe maximum damping output value and the minimum damping output value of the damping adjustable shock absorber are respectively.
Further, the invention also provides a cab semi-active suspension control device based on frequency division control, which is characterized by comprising: the device comprises an acquisition module, a signal processing module, a classification module and a control module;
the acquisition module is used for acquiring an acceleration signal of a suspension point of a cab of a vehicle to be controlled;
the signal processing module is used for carrying out integral processing on the acceleration signal to obtain a corresponding speed signal;
the classification module is used for determining the vibration type of the vehicle to be controlled to be high-frequency vibration or low-frequency vibration according to the speed signal;
and the control module is used for matching corresponding damping according to the vibration type and outputting current corresponding to the damping to a solenoid valve of a semi-active suspension so as to control the semi-active suspension of the cab of the vehicle to be controlled.
Further, the signal processing module is configured to perform integral processing on the acceleration signal, specifically:
performing integral calculation on the acceleration signal according to a zero-mean de-trend term method; the calculation formula is as follows:
i＝200～+∞；
wherein,
acceleration signals directly acquired by an acceleration sensor;
the acceleration signal is processed by a zero mean value method detrending item;
for integration directly through the Longge KuttaAn acquired speed signal; h is the sampling step length of the acceleration sensor;
is the velocity signal processed by the zero mean method detrending item.
Further, the classification module determines that the vibration type of the vehicle to be controlled is high-frequency vibration or low-frequency vibration according to the speed signal, specifically:
substituting the speed signal into a frequency division function for calculation, and if the calculated value is greater than or equal to 0, determining that the vibration type of the vehicle to be controlled is high-frequency vibration; if the calculated value is less than 0, determining that the vibration type of the vehicle to be controlled is low-frequency vibration;
wherein the frequency division function is:
where α is the division reference frequency.
Further, the control module matches corresponding damping according to the vibration type, specifically:
selecting small damping when the vibration type is high-frequency vibration, and selecting large damping when the vibration type is low-frequency vibration;
and obtaining a damping output formula according to the frequency division function:
wherein, cmax，cminThe maximum damping output value and the minimum damping output value of the damping adjustable shock absorber are respectively.
Compared with the prior art, the cab semi-active suspension control method and device based on frequency division control have the following beneficial effects:
the method comprises the steps of obtaining an acceleration signal of a suspension point of a cab of a vehicle to be controlled by integrating a signal obtained by an acceleration sensor; and integrating the acceleration signal, wherein the acceleration signal and the speed signal are processed by using a zero-mean de-trend term method, so that a more accurate speed signal can be obtained, the characteristic of actual vibration of the shock absorber is combined, the vibration type of the vehicle to be controlled is determined to be high frequency or low frequency according to the speed signal, corresponding damping is matched according to the vibration type, and current corresponding to the damping is output to a semi-active suspension electromagnetic valve, so that the vibration condition of the shock absorber is optimized, the semi-active suspension of the cab of the vehicle to be controlled is controlled, the vibration condition of the vehicle in the driving process is optimized, and the driving comfort is improved.
Drawings
FIG. 1 is a schematic flow chart diagram illustrating an embodiment of a method for controlling semi-active suspension of a vehicle cab according to the present invention;
FIG. 2 is a schematic diagram of an acceleration sensor deployment structure of an embodiment of a vehicle cab semi-active suspension control method provided by the invention;
FIG. 3 is a schematic diagram of the amplitude-frequency characteristic of a single mass system based on the vibration principle of an embodiment of the method for controlling the semi-active suspension of the cab of the vehicle provided by the invention;
FIG. 4 is a diagram illustrating a comparison of vertical acceleration simulation results of an embodiment of a semi-active suspension control method for a vehicle cab according to the present invention;
FIG. 5 is a schematic diagram illustrating a comparison of a rolling acceleration simulation result of an embodiment of a semi-active suspension control method for a vehicle cab provided by the present invention;
FIG. 6 is a schematic diagram illustrating a comparison of a pitch acceleration simulation result of an embodiment of a method for controlling a semi-active suspension of a vehicle cab according to the present invention;
fig. 7 is a schematic structural diagram of an embodiment of a semi-active suspension control device of a vehicle cab provided by the invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Example 1
Referring to fig. 1, fig. 1 is a schematic flow chart of an embodiment of a method for controlling a semi-active suspension of a vehicle cab provided by the present invention, as shown in fig. 1, the method includes steps 101 to 104, specifically as follows:
step 101: and acquiring an acceleration signal of a suspension point of a cab of the vehicle to be controlled.
In this embodiment, 1 acceleration sensor is arranged at each upper end of the semi-active suspension of the cab of the vehicle to be controlled, and is used for acquiring acceleration signals at each upper end of the suspension in the running process of the vehicle
As an input to the vehicle control system to be controlled.
As a preferable example of the present embodiment, the number of the acceleration sensors is set to 4, wherein the acceleration sensors are disposed at four corners of the cab, the arrangement scheme of the acceleration sensors is as shown in fig. 2, including but not limited to the form of fig. 2, the number of the acceleration sensors can be reduced to 3 according to the requirement, the installation position is not limited to the upper end of the suspension point, as long as the acceleration at the upper end of each suspension point can be calculated according to the signal of the acceleration sensor; and the acceleration sensor has low cost and small calculated amount, and is easy to realize in practical application.
Step 102: and integrating the acceleration signal to obtain a corresponding speed signal.
In this embodiment, the acceleration signal obtained in step 101 is used
Input control system for acceleration signal using zero mean detrending method
Performing integral processing; inputting an acceleration signal acquired by an acceleration sensor into a chip, calculating the mean value of the input acceleration signal through a set program, and taking the mean value obtained by subtracting the acceleration signal from the acceleration signal acquired by the acceleration sensor as the acceleration signal processed by a zero mean value detrending item method, wherein the formula is as follows:
wherein,
acceleration signals directly acquired by an acceleration sensor;
for acceleration signals processed by the zero-mean method detrending term, i is the number of acceleration sample data, starting at 50 to ensure that enough data has a mean value tending to 0 when the detrending term is initially calculated.
In this embodiment, the acceleration signal processed by the zero-mean de-trend term method is numerically integrated by using a longge stota integration method to obtain an initial velocity signal, and the formula is as follows:
wherein,
is a speed signal directly obtained by the Longge Kutta integration; and h is the sampling time length of the acceleration sensor.
In this embodiment, after the initial velocity signal is obtained, the initial velocity signal is also subjected to a detrending item processing, so as to obtain a velocity signal subjected to detrending item processing by a zero-mean method. As an extension of the zero-mean detrending item method, in order to reduce the amount of computation and improve the precision of the detrending item, the mean value of the maximum value and the minimum value in 200 sampling points before the current time point is subtracted from the initial speed signal, and the formula is as follows:
i＝200～+∞；
wherein,
the velocity signal processed by the zero mean method detrending item is used for subsequent calculation,
velocity signal obtained by integrating 200 points before the current time point
Speed signal to current time point
Maximum value of (1); in the same way
Is the minimum value thereof.
In this embodiment, since the velocity signal obtained by integrating the acceleration signal often has a mixed trend term signal, an error of the velocity signal obtained by calculation may be caused, and since the vibration of the mass at the upper end of the suspension of the cab to be controlled is always within a certain range, the acceleration and the velocity of the vibration of the mass at the upper end of the suspension always fluctuate up and down at the equilibrium position. Therefore, the average of the acceleration, velocity of the vibration of the mass at the upper end of the suspension should tend to 0 over a long period of time. Therefore, based on the characteristic that the mean value tends to 0, the embodiment provides a zero-mean de-trending term method, which performs a certain zero-mean de-trending term processing on the signal actually measured by the acceleration sensor and the velocity signal obtained after integration, so as to obtain a more accurate signal.
Step 103: and determining the vibration type of the vehicle to be controlled to be high-frequency vibration or low-frequency vibration according to the speed signal.
In this embodiment, the acceleration signal to be processed obtained in step 102 is used as the basis
Sum velocity signal
Substituting the vibration type of the vehicle to be controlled into a frequency division function for calculation, and if the calculated value is greater than or equal to 0, determining the vibration type of the vehicle to be controlled to be high-frequency vibration; if the calculated value is less than 0, determining that the vibration type of the vehicle to be controlled is low-frequency vibration; wherein the frequency division function is:
where α is the division reference frequency.
Step 104: and matching corresponding damping according to the vibration type, and outputting current corresponding to the damping to a solenoid valve of a semi-active suspension so as to control the semi-active suspension of the vehicle cab to be controlled.
In this embodiment, according to the vibration theory, that is, the amplitude-frequency characteristic of the single-mass system, as shown in fig. 3, in order to achieve a better damping effect, a large damping should be selected in a low frequency band, and a small damping should be selected in a high frequency vibration band. Therefore, in the embodiment, when the vibration type is high-frequency vibration, small damping is selected, and when the vibration type is low-frequency vibration, large damping is selected; obtaining a damping output formula according to the processed acceleration signal, the processed velocity signal and the frequency division function in step 103, as follows:
wherein, cmax，cminThe maximum damping output value and the minimum damping output value of the damping adjustable shock absorber are respectively.
In this embodiment, the magnitude of the damping required by each shock absorber can be obtained by using a high-low frequency division control method, and finally, the control system of the vehicle to be controlled outputs corresponding current to the solenoid valve of the shock absorber according to the damping required by the shock absorber to realize control, wherein the shock absorber adopts a continuously variable damping shock absorber.
In this embodiment, a complete vehicle dynamics model is established in simulation software by using the cab semi-active suspension control method based on frequency division control described in any one of steps 101 to 104, in combination with a dynamics principle, where the complete vehicle dynamics model includes a tire-chassis suspension system-frame equivalent part-cab suspension system-cab. The method comprises the following steps of establishing random road data as the road input of a model by using the parameters of a heavy truck of a certain enterprise, respectively simulating the semi-active suspension and the original vehicle passive suspension of the cab semi-active suspension control method by using the frequency division control, comparing the vibration condition of a cab, and taking the acceleration mean square value of the three directions of the center of mass of the cab as an evaluation index, wherein the three directions are respectively as follows: vertical acceleration, roll acceleration, and pitch acceleration. The equation for the mean root square value is as follows:
the comparison graphs of simulation results in three directions show that the semi-active suspension using the frequency division control algorithm has a better vibration reduction effect compared with the passive suspension, wherein the comparison graphs of the simulation results in the three directions are shown in fig. 4, 5 and 6, the rms root mean square value of the vertical acceleration is optimized by 14.2%, the rms root mean square value of the roll acceleration is optimized by 18.3%, the rms root mean square value of the pitch acceleration is optimized by 30.8%, and the vibration conditions in the three directions are better optimized, so that the aim of improving the smoothness is fulfilled, and the driving comfort of a driver is improved.
Referring to fig. 7, fig. 7 is a schematic structural diagram of an embodiment of a semi-active suspension control device for a vehicle cab provided by the present invention, as shown in fig. 7, the structure includes an obtaining module 701, a signal processing module 702, a classification module 703 and a control module 704, specifically as follows:
the obtaining module 701 is used for obtaining an acceleration signal of a suspension point of a cab of a vehicle to be controlled.
In this embodiment, 1 acceleration sensor is arranged at each upper end of the semi-active suspension of the cab of the vehicle to be controlled, and is used for acquiring acceleration signals at each upper end of the suspension in the running process of the vehicle
As an input to the vehicle control system to be controlled.
As a preferable example of the present embodiment, the number of the acceleration sensors is set to 4, wherein the acceleration sensors are disposed at four corners of the cab, the arrangement scheme of the acceleration sensors is as shown in fig. 2, including but not limited to the form of fig. 2, the number of the acceleration sensors can be reduced to 3 according to the requirement, the installation position is not limited to the upper end of the suspension point, as long as the acceleration at the upper end of each suspension point can be calculated according to the signal of the acceleration sensor; and the acceleration sensor has low cost and small calculated amount, and is easy to realize in practical application.
The signal processing module 702 is configured to perform integration processing on the acceleration signal to obtain a corresponding speed signal.
In this embodiment, the acceleration signal obtained in the obtaining module 701 is obtained
Input control system for acceleration signal using zero mean detrending method
Performing integral processing; inputting an acceleration signal acquired by an acceleration sensor into a chip, calculating the mean value of the input acceleration signal through a set program, and taking the mean value obtained by subtracting the acceleration signal from the acceleration signal acquired by the acceleration sensor as the acceleration signal processed by a zero mean value detrending item method, wherein the formula is as follows:
wherein,
acceleration signals directly acquired by an acceleration sensor;
for acceleration signals processed by the zero-mean method detrending term, i is the number of acceleration sample data, starting at 50 to ensure that enough data has a mean value tending to 0 when the detrending term is initially calculated.
In this embodiment, the acceleration signal processed by the zero-mean de-trend term method is numerically integrated by using a longge stota integration method to obtain an initial velocity signal, and the formula is as follows:
wherein,
is a speed signal directly obtained by the Longge Kutta integration; and h is the sampling time length of the acceleration sensor.
In this embodiment, after the initial velocity signal is obtained, the initial velocity signal is also subjected to a detrending item processing, so as to obtain a velocity signal subjected to detrending item processing by a zero-mean method. As an extension of the zero-mean detrending item method, in order to reduce the amount of computation and improve the precision of the detrending item, the mean value of the maximum value and the minimum value in 200 sampling points before the current time point is subtracted from the initial speed signal, and the formula is as follows:
i＝200～+∞；
wherein,
the velocity signal processed by the zero mean method detrending item is used for subsequent calculation,
velocity signal obtained by integrating 200 points before the current time point
Speed signal to current time point
Maximum value of (1); in the same way
Is the minimum value thereof.
In this embodiment, since the velocity signal obtained by integrating the acceleration signal often has a mixed trend term signal, an error of the velocity signal obtained by calculation may be caused, and since the vibration of the mass at the upper end of the suspension of the cab to be controlled is always within a certain range, the acceleration and the velocity of the vibration of the mass at the upper end of the suspension always fluctuate up and down at the equilibrium position. Therefore, the average of the acceleration, velocity of the vibration of the mass at the upper end of the suspension should tend to 0 over a long period of time. Therefore, based on the characteristic that the mean value tends to 0, the embodiment provides a zero-mean de-trending term method, which performs a certain zero-mean de-trending term processing on the signal actually measured by the acceleration sensor and the velocity signal obtained after integration, so as to obtain a more accurate signal.
The classification module 703 is configured to determine, according to the speed signal, that the vibration type of the vehicle to be controlled is high-frequency vibration or low-frequency vibration.
In this embodiment, the acceleration signal to be processed obtained from the signal processing module 702 is used as the reference
Sum velocity signal
Substituting the vibration type of the vehicle to be controlled into a frequency division function for calculation, and if the calculated value is greater than or equal to 0, determining the vibration type of the vehicle to be controlled to be high-frequency vibration; if the calculated value is less than 0, determining that the vibration type of the vehicle to be controlled is low-frequency vibration; wherein the frequency division function is:
where α is the division reference frequency.
The control module 704 matches corresponding damping according to the vibration type and outputs current corresponding to the damping to a solenoid valve of a semi-active suspension, so as to control the semi-active suspension of the vehicle cab to be controlled.
In this embodiment, according to the vibration theory, that is, the amplitude-frequency characteristic of the single-mass system, as shown in fig. 3, in order to achieve a better damping effect, a large damping should be selected in a low frequency band, and a small damping should be selected in a high frequency vibration band. Therefore, in the embodiment, when the vibration type is high-frequency vibration, small damping is selected, and when the vibration type is low-frequency vibration, large damping is selected; a damping output formula is obtained according to the processed acceleration signal, velocity signal and frequency division function in the classification module 703, as follows:
wherein, cmax，cminThe maximum damping output value and the minimum damping output value of the damping adjustable shock absorber are respectively.
In this embodiment, the magnitude of the damping required by each shock absorber can be obtained by using a high-low frequency division control method, and finally, the control system of the vehicle to be controlled outputs corresponding current to the solenoid valve of the shock absorber according to the damping required by the shock absorber to realize control, wherein the shock absorber adopts a continuously variable damping shock absorber.
In summary, the invention relates to a cab semi-active suspension control method and device based on frequency division control, which comprises the steps of obtaining an acceleration signal of a suspension point of a vehicle cab to be controlled; integrating the acceleration signal to obtain a corresponding speed signal; determining the vibration type of the vehicle to be controlled to be high-frequency vibration or low-frequency vibration according to the speed signal; and matching corresponding damping according to the vibration type, and outputting current corresponding to the damping to a solenoid valve of a semi-active suspension so as to control the semi-active suspension of the cab of the vehicle to be controlled.
The above description is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and substitutions can be made without departing from the technical principle of the present invention, and these modifications and substitutions should also be regarded as the protection scope of the present invention.
Claims (8)
1. A cab semi-active suspension control method based on frequency division control is characterized by comprising the following steps:
acquiring an acceleration signal of a suspension point of a cab of a vehicle to be controlled;
integrating the acceleration signal to obtain a corresponding speed signal;
determining the vibration type of the vehicle to be controlled to be high-frequency vibration or low-frequency vibration according to the speed signal;
and matching corresponding damping according to the vibration type, and outputting current corresponding to the damping to a solenoid valve of a semi-active suspension so as to control the semi-active suspension of the vehicle cab to be controlled.
2. The cab semi-active suspension control method based on frequency division control as claimed in claim 1, wherein the acceleration signal is subjected to integration processing, specifically:
performing integral calculation on the acceleration signal according to a zero-mean de-trend term method; the calculation formula is as follows:
wherein,
acceleration signals directly acquired by an acceleration sensor;
the acceleration signal is processed by a zero mean value method detrending item;
is a speed signal directly obtained by the Longge Kutta integration; h is the sampling step length of the acceleration sensor;
is the velocity signal processed by the zero mean method detrending item.
3. The cab semi-active suspension control method based on frequency division control as claimed in claim 2, wherein the vibration type of the vehicle to be controlled is determined to be high-frequency vibration or low-frequency vibration according to the speed signal, specifically:
substituting the speed signal into a frequency division function for calculation, and if the calculated value is greater than or equal to 0, determining that the vibration type of the vehicle to be controlled is high-frequency vibration; if the calculated value is less than 0, determining that the vibration type of the vehicle to be controlled is low-frequency vibration;
wherein the frequency division function is:
where α is the division reference frequency.
4. The cab semi-active suspension control method based on frequency division control as claimed in claim 3, wherein the corresponding damping is matched according to the vibration type, specifically:
selecting small damping when the vibration type is high-frequency vibration, and selecting large damping when the vibration type is low-frequency vibration;
and obtaining a damping output formula according to the frequency division function:
wherein, cmax，cminThe maximum damping output value and the minimum damping output value of the damping adjustable shock absorber are respectively.
5. The utility model provides a half initiative suspension controlling means in driver's cabin based on frequency division control which characterized in that includes: the device comprises an acquisition module, a signal processing module, a classification module and a control module;
the acquisition module is used for acquiring an acceleration signal of a suspension point of a cab of a vehicle to be controlled;
the signal processing module is used for carrying out integral processing on the acceleration signal to obtain a corresponding speed signal;
the classification module is used for determining the vibration type of the vehicle to be controlled to be high-frequency vibration or low-frequency vibration according to the speed signal;
and the control module is used for matching corresponding damping according to the vibration type and outputting current corresponding to the damping to a solenoid valve of a semi-active suspension so as to control the semi-active suspension of the cab of the vehicle to be controlled.
6. The cab semi-active suspension control device based on frequency division control as claimed in claim 5, wherein said signal processing module is configured to perform integral processing on said acceleration signal, specifically:
performing integral calculation on the acceleration signal according to a zero-mean de-trend term method; the calculation formula is as follows:
i＝200～+∞；
wherein,
acceleration signals directly acquired by an acceleration sensor;
the acceleration signal is processed by a zero mean value method detrending item;
is a speed signal directly obtained by the Longge Kutta integration; h is the sampling step length of the acceleration sensor;
for detrending by a zero-mean methodThe velocity signal of the item processing.
7. The cab semi-active suspension control device based on frequency division control as claimed in claim 6, wherein the classification module determines the type of vibration of the vehicle to be controlled to be high-frequency vibration or low-frequency vibration according to the speed signal, specifically:
substituting the speed signal into a frequency division function for calculation, and if the calculated value is greater than or equal to 0, determining that the vibration type of the vehicle to be controlled is high-frequency vibration; if the calculated value is less than 0, determining that the vibration type of the vehicle to be controlled is low-frequency vibration;
wherein the frequency division function is:
where α is the division reference frequency.
8. The cab semi-active suspension control device based on frequency division control as claimed in claim 7, wherein the control module matches corresponding damping according to the vibration type, specifically:
selecting small damping when the vibration type is high-frequency vibration, and selecting large damping when the vibration type is low-frequency vibration;
and obtaining a damping output formula according to the frequency division function:
wherein, cmax，cminThe maximum damping output value and the minimum damping output value of the damping adjustable shock absorber are respectively.
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| CN114906234A (en) * | 2022-05-31 | 2022-08-16 | 山东汽车制造有限公司 | Dynamic vibration absorption system matching method, dynamic vibration absorption system and automobile |
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