CN114312280B - Semi-active suspension with adjustable dynamic stiffness and damping value and control system thereof - Google Patents
Semi-active suspension with adjustable dynamic stiffness and damping value and control system thereof Download PDFInfo
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- CN114312280B CN114312280B CN202111640580.7A CN202111640580A CN114312280B CN 114312280 B CN114312280 B CN 114312280B CN 202111640580 A CN202111640580 A CN 202111640580A CN 114312280 B CN114312280 B CN 114312280B
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Abstract
The invention discloses a semi-active suspension with adjustable dynamic stiffness and damping value and a control system thereof, belonging to the technical field of engine vibration control. The semi-active suspension includes: the mandrel is connected with the engine; one end of the outer framework is connected with the mandrel through a rubber main spring; the base is arranged on the frame and is connected with the other end of the outer framework; an adjustable damping unit is arranged in an inner space surrounded by the mandrel, the outer framework, the rubber main spring and the base. According to the invention, the adjustable damping unit is arranged in the inner space surrounded by the mandrel, the outer framework, the rubber main spring and the base, so that the dynamic stiffness and damping of the suspension can be automatically and steplessly adjusted according to the actual working condition of the engine, the total vibration isolation rate of the suspension system is effectively improved, and the improvement of the vibration isolation noise performance of engineering machinery is facilitated.
Description
Technical Field
The invention belongs to the technical field of engine vibration control, and particularly relates to a semi-active suspension with adjustable dynamic stiffness and damping value and a control system thereof.
Background
With the development of engineering machinery product technology, vibration isolation and riding comfort of products have become important indicators of product competitiveness and brand influence. When the engine is used as a main vibration source of engineering machinery, complex vibration with different vibration sources and vibration modes can be generated due to impact and reciprocating motion caused by fuel combustion when the engine provides power for the engineering machinery. After the vibration is coupled, the vibration of the engine is characterized by wide frequency, multiple main frequencies and multiple vibration sources, so that the engine suspension system is required to adjust the dynamic stiffness value and the damping value in real time according to the characteristics of the vibration sources so as to achieve the optimal vibration isolation rate.
Existing engine suspensions are classified into rubber suspensions, hydraulic suspensions, semi-active suspensions and active suspensions. The rubber suspension is easy to have high-frequency dynamic hardening phenomenon, is easy to corrode and age, and has poor vibration isolation performance; compared with the rubber suspension, the passive hydraulic suspension has a larger improvement in vibration isolation performance, but the dynamic stiffness and damping of the passive hydraulic suspension cannot be adjusted, and the passive hydraulic suspension can only show good vibration isolation performance in a specific frequency range and cannot meet the vibration isolation requirements of engineering machinery under multiple working conditions; the active suspension has good vibration isolation performance, but the active suspension has the defects of complex structure, high manufacturing cost, large energy consumption of an active control system and the like, and cannot be widely used in engineering machinery; the electrorheological and electromagnetic semi-active hydraulic suspension has the defects of complex structure and high production cost, and the suspension is easy to precipitate, so that the vibration isolation performance is reduced; at present, the structural parameter numerical control type semi-active suspension has the defects of few working modes and small performance change range, and the stepless adjustment of the dynamic stiffness and damping of the suspension cannot be realized.
Disclosure of Invention
In order to solve the defects in the prior art, the invention provides the semi-active suspension with adjustable dynamic stiffness and damping value and the control system thereof, which can realize automatic stepless adjustment of the dynamic stiffness and damping of the suspension according to the actual working condition of an engine, thereby effectively improving the total vibration isolation rate of the suspension system and being beneficial to improving the vibration isolation noise performance of engineering machinery.
In order to achieve the above purpose, the technical scheme adopted by the invention is as follows:
in a first aspect, a semi-active suspension is provided, comprising: the mandrel is connected with the engine; one end of the outer framework is connected with the mandrel through a rubber main spring; the base is arranged on the frame and is connected with the other end of the outer framework; an adjustable damping unit is arranged in an inner space surrounded by the mandrel, the outer framework, the rubber main spring and the base.
Further, the adjustable damping unit comprises an upper partition plate, a movable frame, a leather cup and a driving mechanism; the rubber main spring, the outer framework, the upper partition plate, the movable frame, the leather cup and the base enclose a cavity; the upper partition plate and the movable frame divide the cavity into an upper liquid chamber and a lower liquid chamber; the upper partition plate is connected with the movable frame in a sliding way, and a spring is arranged between the upper liquid chamber side of the movable frame and the upper partition plate; one end of the leather cup is connected with the liquid discharging chamber side of the movable frame, and the other end of the leather cup is connected with the base; the movable frame is provided with a plurality of accommodating spaces, each accommodating space is divided into two parts by a decoupling film, and the accommodating spaces positioned at two sides of the decoupling film are respectively communicated with the upper liquid chamber and the lower liquid chamber through a plurality of liquid through holes; a plurality of inertia channels are arranged between the movable frame and the upper partition plate, and each inertia channel is respectively communicated with the upper liquid chamber through a communication pipeline and the lower liquid chamber through an oil outlet; the movable frame is provided with an orifice for communicating the upper liquid chamber and the lower liquid chamber; the driving mechanism arranged on the base is matched with the spring and used for driving the movable frame to move towards the upper liquid chamber side or the lower liquid chamber side, a push plate is arranged at the output end of the driving mechanism, and the push plate is abutted to one end of the throttling hole towards the lower liquid chamber.
Further, the driving mechanism is a stepping motor.
Further, a second sealing ring is arranged between the push plate and one end of the throttling hole, which faces the liquid dropping chamber.
Further, a vent hole is arranged on the base.
Further, a first sealing ring is arranged between the base and the outer framework.
In a second aspect, a control system of a semi-active suspension is provided, based on the semi-active suspension of the first aspect, comprising: the vehicle ECU, the controller and the acceleration sensor are arranged on the mandrel side of the semi-active suspension, and the controller is respectively and electrically connected with the acceleration sensor, the vehicle ECU and the driving mechanism in the adjustable damping unit; and the controller calculates a dynamic stiffness calculated value and a damping calculated value of the next moment adjustable damping unit according to the data acquired by the acceleration sensor and the vehicle operation data acquired from the vehicle ECU.
Further, if the decoupling rate of the semi-active suspension in the vertical direction and the torsion direction around the engine crankshaft is greater than or equal to 85%, the target value of the dynamic stiffness of the semi-active suspension at the next moment is a dynamic stiffness calculation value; and if the decoupling rate of the semi-active suspension in the vertical direction and the torsion direction around the engine crankshaft is less than 85%, optimizing by taking 10% as an optimization range and taking the decoupling rate of the vertical direction and the torsion direction around the engine crankshaft as an optimization target on the basis of the dynamic stiffness calculated value, so that the decoupling rate of the semi-active suspension in the vertical direction and the torsion direction around the engine crankshaft reaches the optimal solution, and the total vibration isolation rate of the semi-active suspension reaches the optimal.
Further, when the target dynamic stiffness value and the damping value of the semi-active suspension are larger than those of the previous moment at the next moment, a driving mechanism in the adjustable damping unit pushes the movable frame to move towards the upper liquid chamber so as to increase the damping value and the dynamic stiffness value to target values; when the target dynamic stiffness value and the damping value of the semi-active suspension are smaller than those of the previous moment at the next moment, a driving mechanism in the adjustable damping unit is matched with a spring to push the movable frame to move towards the direction of the liquid-down chamber, so that the damping value and the dynamic stiffness value are reduced to the target values.
Further, when the target dynamic stiffness value and the damping value of the semi-active suspension cannot reach the target values at the same time, taking the target dynamic stiffness value of the semi-active suspension as a control target; when the dynamic stiffness value and the damping value are smaller than the control range, a driving mechanism in the adjustable damping unit opens the throttle hole and is spaced from the movable frame by a certain distance, and the adjustable damping unit is used for the high-frequency small-amplitude vibration working condition of the engine.
Compared with the prior art, the invention has the beneficial effects that:
(1) According to the invention, the adjustable damping unit is arranged in the inner space surrounded by the mandrel, the outer framework, the rubber main spring and the base, so that the dynamic stiffness and damping of the suspension can be automatically adjusted steplessly according to the actual working condition of the engine, the total vibration isolation rate of the suspension system is effectively improved, and the improvement of the vibration isolation noise performance of engineering machinery is facilitated;
(2) The invention realizes the optimal control of dynamic stiffness and damping value of the engine suspension system, so that the total vibration isolation rate of the engine suspension reaches the optimal solution, and the engine suspension is adjusted in real time according to the running condition of the vehicle.
Drawings
FIG. 1 is a schematic longitudinal cross-sectional view of a semi-active suspension with adjustable dynamic stiffness and damping values according to an embodiment of the present invention;
FIG. 2 is a schematic cross-sectional view of a semi-active suspension with adjustable dynamic stiffness and damping values according to an embodiment of the present invention;
FIG. 3 is an isometric view of a semi-active suspension with adjustable dynamic stiffness and damping values provided by an embodiment of the present invention;
FIG. 4 is a schematic diagram of a control system of a semi-active suspension with adjustable dynamic stiffness and damping values according to an embodiment of the present invention;
fig. 5 is a control logic schematic diagram of a control system of a semi-active suspension with adjustable dynamic stiffness and damping values according to an embodiment of the present invention.
Detailed Description
The invention is further described below with reference to the accompanying drawings. The following examples are only for more clearly illustrating the technical aspects of the present invention, and are not intended to limit the scope of the present invention.
As shown in fig. 1-3, a semi-active suspension with adjustable dynamic stiffness and damping value comprises a mandrel 1 connected with an engine; one end of the outer framework 3 is connected with the mandrel 1 through the rubber main spring 2; the base 5 is arranged on the frame and is connected with the other end of the outer framework 3; an adjustable damping unit is arranged in an inner space surrounded by the mandrel 1, the outer framework 3, the rubber main spring 2 and the base 5.
In the embodiment, the upper end of the rubber main spring 2 is connected with the engine side connecting mandrel 1 in a vulcanization manner; the lower end of the rubber main spring 2 is connected with the outer framework 3 in a vulcanization manner; the exoskeleton 3 is connected to the base 5 by bolts 6, and a first seal ring 7 is provided to prevent the liquid (hydraulic oil in this embodiment) from overflowing. The adjustable damping unit comprises an upper partition plate 4, a movable frame 10, a leather cup 8 and a driving mechanism; the rubber main spring 2, the outer framework 3, the upper partition plate 4, the movable frame 10, the leather cup 8 and the base 5 are enclosed into a cavity 9; the movable frame 10 and the upper partition plate 4 divide the cavity 9 into an upper liquid chamber 12 and a lower liquid chamber 11; the upper liquid chamber side of the movable frame 10 is connected with the upper partition plate 4 through a spring 13; a decoupling film 15 is fixed in the accommodating space 14, and the decoupling film 15 cuts off the connection between the upper liquid chamber 12 and the lower liquid chamber 11 to divide the accommodating space 14 into two parts (in this embodiment, the decoupling film is an annular accommodating space, and the accommodating space is divided into two parts by an annular decoupling film); the accommodating space 14 is provided with liquid through holes in an up-down parallel manner, the upper accommodating space is connected with the upper liquid chamber 12 through an upper liquid through hole 16, and the lower accommodating space is connected with the lower liquid chamber 11 through a lower liquid through hole 17; a first inertia passage 18 and a second inertia passage 19 are formed between the upper partition plate 4 and the movable frame 10; the upper partition plate 4 is provided with two pipelines, a first communication pipeline 20 is connected with the upper liquid chamber 12 and the first inertia passage 18, and a second communication pipeline 21 is connected with the upper liquid chamber 12 and the second inertia passage 19; correspondingly, two oil outlet holes are arranged on the side of the lower liquid chamber of the movable frame 10, the first oil outlet hole 22 is connected with the lower liquid chamber 11 and the first inertia channel 18, and the second oil outlet hole 23 is connected with the lower liquid chamber 11 and the second inertia channel 19; an orifice 24 is arranged in the middle of the movable frame 10, and when the orifice 24 is opened, the liquid in the upper liquid chamber 12 and the lower liquid chamber 11 flows up and down through the orifice 24; the contact surface between the stepping motor 25 and the liquid discharging chamber side of the movable frame 10 is provided with a second sealing ring 26, so that the liquid is prevented from overflowing from the throttle hole 24 in a closed state; the leather cup 8 is positioned below the movable frame 10, one side of the leather cup 8 is connected to the base 5 in a vulcanization manner, and the other side of the leather cup 8 is connected to the movable frame 10 in a vulcanization manner; the base 5 is provided with a vent 27 for balancing the air pressure of the space enclosed by the cup 8 and the base 5 and the outside, so that the cup 8 can be deformed freely. The stepper motor 25 mounted on the base 5 is matched with the spring 13 and used for driving the movable frame 10 to move towards the upper liquid chamber side or the lower liquid chamber side, the output end of the stepper motor 25 is provided with a push plate 251, and the push plate 251 is abutted against one end of the throttle hole 24 towards the lower liquid chamber.
As shown in fig. 4 and 5, the control system of the semi-active suspension with adjustable dynamic stiffness and damping value comprises a vehicle ECU, a controller and an acceleration sensor arranged on the mandrel side of the semi-active suspension, wherein the controller is respectively and electrically connected with the acceleration sensor and the vehicle ECU; and the controller adjusts the dynamic stiffness value and the damping value of the adjustable damping unit according to the data acquired by the acceleration sensor and the vehicle operation data acquired from the vehicle ECU.
In this embodiment, the control part is composed of a controller and a stepper motor, and the controller contains suspension dynamic stiffness, damping prediction and control programs. The controller is connected with the stepping motor through a control line, is connected with the vehicle ECU through a signal line, and acquires the engine speed, the clutch pedal signal, the accelerator pedal signal and the brake pedal signal from the vehicle ECU. Meanwhile, an acceleration sensor arranged at the suspension driving end transmits data to the controller through a serial port. The controller calculates the optimal dynamic stiffness value and damping value of the suspension system at the next moment according to the data (the data acquired by the acceleration sensor and the vehicle operation data acquired from the vehicle ECU) so as to realize good vertical vibration isolation rate. However, due to the change of the dynamic stiffness value of the semi-active suspension, the decoupling rate of the engine suspension system with the semi-active suspension is also changed, and when the decoupling rate of the suspension system in the vertical direction and the torsion direction around the engine crankshaft is lower, the vibration in the vertical direction of the suspension is transferred to the horizontal direction due to the coupling effect, which leads to the reduction of the total vibration isolation rate of the engine suspension system. Therefore, the decoupling rate of the engine suspension is calculated on the basis of the optimal dynamic stiffness value of the suspension system. If the decoupling rate of the suspension system in the vertical direction and the torsion direction around the engine crankshaft is more than or equal to 85%, the target value of the semi-active suspension dynamic stiffness at the next moment is the optimal dynamic stiffness value (the dynamic stiffness value calculated by the controller according to the data acquired by the acceleration sensor and the vehicle operation data acquired from the vehicle ECU); if the decoupling rate of the suspension system in the vertical direction and the torsion direction around the engine crankshaft is less than 85%, optimizing the decoupling rate of the suspension system in the vertical direction and the torsion direction around the engine crankshaft by taking 10% as an optimization range and taking the decoupling rate of the suspension system in the vertical direction and the torsion direction around the engine crankshaft as an optimization target on the basis of the optimal dynamic stiffness value, so that the decoupling rate of the suspension system in the vertical direction and the torsion direction around the engine crankshaft reaches the optimal decoupling rate, and the total vibration isolation rate of the engine suspension system is optimized.
After the controller finishes the calculation, a control signal is sent to the stepping motor in each semi-active suspension of the engine suspension system. When the dynamic stiffness value and the damping value of the target suspension at the next moment are larger than those at the previous moment, the stepping motor pushes the movable frame to move upwards, the cross section area of the inertia passage is reduced, and the damping value is increased to the target value; meanwhile, the decoupling film moves upwards along with the movable frame, the volume of the upper liquid chamber is reduced, and the rigidity of the upper liquid chamber is increased, so that the semi-active suspension dynamic rigidity value reaches a target value. When the dynamic stiffness value and the damping value of the target suspension at the next moment are smaller than those at the previous moment, the stepping motor drives the push plate to move downwards, the movable frame moves downwards under the acting force of the telescopic mechanism (spring), the cross section area of the inertia passage is increased, and the damping value is reduced to the target value; meanwhile, the decoupling film moves downwards along with the movable frame, and the volume of the upper liquid chamber is increased, so that the semi-active suspension dynamic stiffness value is reduced to reach a target value. Particularly, when the dynamic stiffness value and the damping value of the semi-active suspension cannot reach the target values at the same time, taking the target value of the dynamic stiffness of the suspension as a priority control target. When the dynamic stiffness value and the damping value are smaller than the control range, the stepping motor moves downwards to open the throttle hole and is spaced a certain distance from the movable frame, so that the movable frame is prevented from interfering in the small-amplitude vibration process. At this time, the liquid in the upper liquid chamber and the lower liquid chamber directly flows up and down through the throttle orifice and does not pass through the inertia channel any more, and the working state is suitable for the working condition of high-frequency small-amplitude vibration of the engine. The movable frame is connected with the upper partition plate only through the springs, and the rigidity value is small because the working position of the springs is close to the original position, the movable frame can vibrate up and down with a small amplitude to play a role in turbulence, and therefore high-frequency dynamic hardening of the hydraulic suspension is reduced.
The invention can realize stepless adjustment of the suspension dynamic stiffness value and the damping value by controlling the up-and-down movement of the movable frame and simultaneously changing the cross section area of the inertia channel and the position of the decoupling film; the invention provides an engine suspension system rigidity and damping optimization control system with the semi-active suspension. The method comprises the steps that an engine rotating speed, a clutch pedal signal, an accelerator pedal signal, a brake pedal signal and a suspension driving side acceleration signal are obtained from a vehicle ECU, and the optimal rigidity value and the damping value of each suspension of the engine suspension system are predicted at the next moment; and further optimizing the dynamic stiffness values of each suspension according to the decoupling rate analysis result of the engine suspension system, so that the total vibration isolation rate of the engine suspension system is optimal.
The foregoing is merely a preferred embodiment of the present invention, and it should be noted that modifications and variations could be made by those skilled in the art without departing from the technical principles of the present invention, and such modifications and variations should also be regarded as being within the scope of the invention.
Claims (8)
1. A semi-active suspension comprising:
the mandrel is connected with the engine;
one end of the outer framework is connected with the mandrel through a rubber main spring;
the base is arranged on the frame and is connected with the other end of the outer framework;
an adjustable damping unit is arranged in an inner space surrounded by the mandrel, the outer framework, the rubber main spring and the base;
the adjustable damping unit comprises an upper partition plate, a movable frame, a leather cup and a driving mechanism; the rubber main spring, the outer framework, the upper partition plate, the movable frame, the leather cup and the base enclose a cavity;
the upper partition plate and the movable frame divide the cavity into an upper liquid chamber and a lower liquid chamber; the upper partition plate is connected with the movable frame in a sliding way, and a spring is arranged between the upper liquid chamber side of the movable frame and the upper partition plate; one end of the leather cup is connected with the liquid discharging chamber side of the movable frame, and the other end of the leather cup is connected with the base;
the movable frame is provided with a plurality of accommodating spaces, each accommodating space is divided into two parts by a decoupling film, and the accommodating spaces positioned at two sides of the decoupling film are respectively communicated with the upper liquid chamber and the lower liquid chamber through a plurality of liquid through holes;
a plurality of inertia channels are arranged between the movable frame and the upper partition plate, and each inertia channel is respectively communicated with the upper liquid chamber through a communication pipeline and the lower liquid chamber through an oil outlet;
the movable frame is provided with an orifice for communicating the upper liquid chamber and the lower liquid chamber;
the driving mechanism is arranged on the base and matched with the spring, and is used for driving the movable frame to move towards the upper liquid chamber side or the lower liquid chamber side, the output end of the driving mechanism is provided with a push plate, and the push plate is abutted against one end of the throttling hole towards the lower liquid chamber;
the driving mechanism is a stepping motor.
2. A semi-active suspension as claimed in claim 1 wherein a second seal is mounted between the push plate and the end of the orifice facing the drop chamber.
3. A semi-active suspension as claimed in claim 1, wherein a vent is provided in the base.
4. A semi-active suspension as claimed in claim 1, wherein a first seal ring is mounted between the base and the exoskeleton.
5. A control system for a semi-active suspension according to any one of claims 1 to 4, comprising: the vehicle ECU, the controller and the acceleration sensor are arranged on the mandrel side of the semi-active suspension, and the controller is respectively and electrically connected with the acceleration sensor, the vehicle ECU and the driving mechanism in the adjustable damping unit; and the controller calculates a dynamic stiffness calculated value and a damping calculated value of the next moment adjustable damping unit according to the data acquired by the acceleration sensor and the vehicle operation data acquired from the vehicle ECU.
6. The control system of claim 5, wherein the target value of the dynamic stiffness of the semi-active suspension is a calculated dynamic stiffness value at a next moment if the decoupling rate of the semi-active suspension in the vertical direction and the torsional direction about the engine crankshaft is equal to or greater than 85%; and if the decoupling rate of the semi-active suspension in the vertical direction and the torsion direction around the engine crankshaft is less than 85%, optimizing by taking 10% as an optimization range and taking the decoupling rate of the vertical direction and the torsion direction around the engine crankshaft as an optimization target on the basis of the dynamic stiffness calculated value, so that the decoupling rate of the semi-active suspension in the vertical direction and the torsion direction around the engine crankshaft reaches the optimal solution, and the total vibration isolation rate of the semi-active suspension reaches the optimal.
7. A semi-active suspension control system as defined in claim 5 wherein,
when the target dynamic stiffness value and the damping value of the semi-active suspension are larger than those of the previous moment at the next moment, a driving mechanism in the adjustable damping unit pushes the movable frame to move towards the upper liquid chamber so as to increase the damping value and the dynamic stiffness value to target values;
when the target dynamic stiffness value and the damping value of the semi-active suspension are smaller than those of the previous moment at the next moment, a driving mechanism in the adjustable damping unit is matched with a spring to push the movable frame to move towards the direction of the liquid-down chamber, so that the damping value and the dynamic stiffness value are reduced to the target values.
8. The control system of claim 5, wherein when the target dynamic stiffness value and the damping value of the semi-active suspension cannot reach the target values at the same time, the target dynamic stiffness value of the semi-active suspension is taken as a control target; when the dynamic stiffness value and the damping value are smaller than the control range, a driving mechanism in the adjustable damping unit opens the throttle hole and is spaced from the movable frame by a certain distance, and the adjustable damping unit is used for the high-frequency small-amplitude vibration working condition of the engine.
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| CN202111640580.7A CN114312280B (en) | 2021-12-29 | 2021-12-29 | Semi-active suspension with adjustable dynamic stiffness and damping value and control system thereof |
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