CN115871398A - Vibration reduction control method for semi-active suspension of vehicle and semi-active suspension of vehicle - Google Patents
Vibration reduction control method for semi-active suspension of vehicle and semi-active suspension of vehicle Download PDFInfo
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- CN115871398A CN115871398A CN202211241481.6A CN202211241481A CN115871398A CN 115871398 A CN115871398 A CN 115871398A CN 202211241481 A CN202211241481 A CN 202211241481A CN 115871398 A CN115871398 A CN 115871398A
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- 239000000725 suspension Substances 0.000 title claims abstract description 85
- 238000000034 method Methods 0.000 title claims abstract description 22
- 230000009467 reduction Effects 0.000 title description 4
- 238000013016 damping Methods 0.000 claims abstract description 44
- 238000006073 displacement reaction Methods 0.000 claims description 26
- 230000001133 acceleration Effects 0.000 claims description 8
- 238000011217 control strategy Methods 0.000 claims description 7
- 230000035939 shock Effects 0.000 claims description 5
- 239000006096 absorbing agent Substances 0.000 claims description 4
- 230000008901 benefit Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 229910052731 fluorine Inorganic materials 0.000 description 2
- 125000001153 fluoro group Chemical group F* 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000003139 buffering effect Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
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Abstract
The application relates to a vehicle semi-active suspension vibration damping control method, which designs a small-range negative stiffness characteristic curve at a suspension balance point, establishes a two-degree-of-freedom quarter vehicle suspension system model, lists a differential equation expression of the model, and controls damping of a suspension variable damper to suppress vehicle vibration. Because a spring with negative stiffness is connected in parallel at the balance point of the vehicle suspension, the parallel spring system has certain negative stiffness characteristic in the area near the balance point. The suspension system now has a limited range of positive and negative stiffness values in the region near the point of vibration balance. Therefore, the vibration transmitted to the vehicle body from the road surface can be better inhibited, and the riding comfort of the vehicle is obviously improved.
Description
Technical Field
The application relates to the technical field of vibration reduction of automobile suspensions, in particular to a vibration reduction control method for a semi-active suspension of a vehicle and the semi-active suspension of the vehicle.
Background
Automobiles were produced as a product of time civilization since the end of the 19 th century, and their number increased day by day. Modern society's car not only is as a tool of going on a journey, also is a daily life action mode of pursuing higher quality life, better sense organ enjoyment. Therefore, the continuous improvement of the comfort and safety of the automobile becomes one of the important targets of the automobile design in the modern society.
Suspension is one of the most important parts of an automobile, and connects a vehicle body and an axle together, and is not only a medium for transmitting all forces and moments between a wheel and the vehicle body, but also an important tool for buffering and suppressing shocks and vibrations caused by irregularities in a road surface. The semi-active suspension integrates the reliability of a passive suspension and the controllability of an active suspension, has the characteristics of simple structure, low cost, flexible control and the like, and is an important direction for the future development of the vehicle suspension. However, the semi-active suspension in the prior art has some disadvantages in terms of suppressing the vibration performance of the vehicle body caused by the unevenness of the road surface.
Disclosure of Invention
In order to solve the technical problems, the application provides a vehicle semi-active suspension vibration damping control method and a vehicle semi-active suspension, which can better inhibit vehicle body vibration caused by road surface unevenness.
In a first aspect, the present application provides a method for controlling vibration damping of a semi-active suspension of a vehicle, comprising the following steps:
s1: setting a small-range negative stiffness curve area at a suspension balance point;
s2: constructing a two-degree-of-freedom quarter vehicle suspension system model according to the curve;
s3: a control strategy is set for a damping controller of a suspension variable damper according to a direction of a vibration speed of the suspension.
By adopting the technical scheme, the spring with negative stiffness is connected in parallel at the balance point of the vehicle suspension, so that the spring system after being connected in parallel has certain negative stiffness characteristic in the area near the balance point. The suspension system now has a limited range of positive and negative stiffness values in the region near the point of vibration balance. Therefore, the vibration transmitted to the vehicle body from the road surface can be better inhibited, and the riding comfort of the vehicle is obviously improved.
Preferably, S1 specifically includes:
s11: according to the conventional spring stiffness characteristic curve, the negative stiffness value required by the spring to reach the negative stiffness at the working balance point is analyzed and calculated;
s12: designing a negative stiffness spring capable of meeting the negative stiffness value required in S11;
s13: the conventional spring and the negative stiffness spring are connected in parallel to obtain an area which has a negative stiffness characteristic curve in a small range of a suspension balance point.
Preferably, S2 specifically includes:
s21: constructing a two-degree-of-freedom quarter vehicle suspension system model according to a Newton second law, and listing motion equations of a sprung part and an unsprung part according to the Newton second law respectively;
s22: on the basis of the original damping, the control part of the damping controller is added into a spring load part equation.
Preferably, the S3 specifically includes:
s31: designing values of the damping controller in different vibration displacement directions of the vehicle body according to the vibration displacement direction of the vehicle body;
s32: and (5) utilizing simulation software matlab to adjust the value-taking parameters.
Preferably, the two-degree-of-freedom quarter vehicle suspension system model in S2 is specifically:
wherein m is s And m u Sprung and unsprung masses, respectively; x is the number of s And x u Respectively sprung displacement and unsprung displacement;
and &>
Sprung and unsprung velocities, respectively; />
And &>
Sprung acceleration and unsprung acceleration, respectively; k is a radical of formula t Is the tire vertical stiffness; c. C 0 The damping coefficient of the shock absorber; c. C switch Is a ceiling switch-like damping controller; x is a radical of a fluorine atom r Exciting the displacement of the wheels for the road surface; g (x) is the restoring force of the suspension system having a negative stiffness characteristic.
Preferably, the control strategy in S3 is specifically:
when the direction of movement of the sprung and unsprung displacements is the same, c switch Taking the value as a determined larger damping value c max (ii) a When the direction of movement of the sprung and unsprung displacements is different, c switch Taking the value as a determined smaller damping value c min 。
In a second aspect, the present application also provides a semi-active suspension for a vehicle, the semi-active suspension being manufactured by the method according to any one of claims 1 to 6.
The invention connects an elastic element with negative rigidity characteristic in parallel at the balance point of the common suspension spring, adjusts the damping force of the suspension to control the suspension system to restrain the vehicle body vibration caused by the road surface unevenness. Because a spring with negative stiffness is connected in parallel at the balance point of the vehicle suspension, the parallel spring system has certain negative stiffness characteristic in the area near the balance point. The suspension system now has a limited range of positive and negative stiffness values in the region near the point of vibration balance. Therefore, the vibration transmitted to the vehicle body from the road surface can be better inhibited, and the riding comfort of the vehicle is obviously improved. The method has a good feedback result in practical application and has a high engineering application value.
Drawings
The accompanying drawings are included to provide a further understanding of the embodiments and are incorporated in and constitute a part of this specification. The drawings illustrate embodiments and together with the description serve to explain the principles of the application. Other embodiments and many of the intended advantages of embodiments will be readily appreciated as they become better understood by reference to the following detailed description. The elements of the drawings are not necessarily to scale relative to each other. Like reference numerals designate corresponding similar parts.
FIG. 1 is a flow chart of a method for controlling semi-active suspension damping of a vehicle according to the present application.
Fig. 2 is an ideal stiffness characteristic diagram of the negative stiffness suspension of the present invention.
FIG. 3 is a diagram of a model of vehicle suspension dynamics in accordance with the present invention.
Detailed Description
The present application will be described in further detail with reference to the following drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the relevant invention and not restrictive of the invention. It should be noted that, for convenience of description, only the portions related to the present invention are shown in the drawings.
It should be noted that, in the present application, the embodiments and features of the embodiments may be combined with each other without conflict. The present application will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
Fig. 1 shows a flow chart of a method for controlling vibration damping of a semi-active suspension of a vehicle according to the present application, and referring to fig. 1, the method specifically includes the following steps:
s1: setting a small-range negative stiffness curve area at a suspension balance point;
the S1 specifically comprises:
s11: according to the conventional spring stiffness characteristic curve, the negative stiffness value required by the spring to reach the negative stiffness at the working balance point is analyzed and calculated;
s12: designing a negative stiffness spring capable of meeting the negative stiffness value required in S11;
s13: the conventional spring and the negative stiffness spring are connected in parallel to obtain a region which has a negative stiffness characteristic curve in a small range of a suspension balance point as a whole.
S2: constructing a two-degree-of-freedom quarter vehicle suspension system model according to the curve;
the S2 specifically comprises:
s21: constructing a two-degree-of-freedom quarter vehicle suspension system model according to a Newton second law, and listing motion equations of a sprung part and an unsprung part according to the Newton second law respectively;
s22: on the basis of the original damping, the control part of the damping controller is added into a spring load part equation.
The two-degree-of-freedom quarter vehicle suspension system model in the S2 specifically comprises the following steps:
wherein m is s And m u Respectively sprung and unsprung masses; x is the number of s And x u Respectively sprung displacement and unsprung displacement;
and &>
Respectively sprung and unsprung speeds; />
And &>
Sprung acceleration and unsprung acceleration, respectively; k is a radical of formula t Is the tire vertical stiffness; c. C 0 The damping coefficient of the shock absorber; c. C dwitch Is a ceiling switch-like damping controller; x is a radical of a fluorine atom r Exciting the displacement of the wheels for the road surface; g (x) is the restoring force of the suspension system having a negative stiffness characteristic.
S3: a control strategy is set for a damping controller of a suspension variable damper according to the direction of the vibration speed of the suspension.
The S3 specifically includes:
s31: designing values of the damping controller in different vibration displacement directions of the vehicle body according to the vibration displacement direction of the vehicle body;
s32: and (5) utilizing simulation software matlab to adjust the value-taking parameters.
The control strategy in S3 is specifically:
when the direction of movement of the sprung and unsprung displacements is the same, c switch Taking the value as a determined larger damping value c max (ii) a When the direction of movement of the sprung and unsprung displacements is different, c switch Taking the value as a determined smaller damping value c min 。
In a specific embodiment, a method for controlling vibration damping of a semi-active suspension of a vehicle disclosed in the present application will be described in detail as follows:
in step S1, the present invention first studies a suspension negative stiffness characteristic curve, as shown in fig. 2. The stiffness characteristic shown by the solid line in fig. 2 can be realized by connecting a spring having a negative stiffness characteristic in parallel at the operation equilibrium point of the general spring. The stiffness k is generally defined as the ratio of the load increment dF to the deformation increment dx that the spring element is subjected to. I.e. the external force required to produce unit deformation:
when the load increment borne by the elastic element is the same as the corresponding deformation increment in sign, the rigidity is a positive value, such as k = k in the figure p The spring element is said to have a positive stiffness characteristic, shown in dashed lines. Conversely, when the load increment borne by the elastic element is opposite to the corresponding deformation increment sign, the rigidity is a negative value, such as k = -k in the figure n (k n >0) And the section de in the dotted line shows that the elastic element has the negative rigidity characteristic. At the vibration balance point x of the elastic element with positive rigidity 0 In parallel with a circuit having k = -k in the figure n (k n >0) The section de in the dotted line shows the stiffness characteristic element, and because the stiffness characteristic element has a negative stiffness characteristic in the section de, the elastic working characteristic curve of the vibration system after parallel connection is shown as a solid line in the graph. At this time, the suspension system is at the vibration balance point x 0 Has adjustable stiffness coefficient in the near ab region, when k p >k n The suspension system is at the point of vibration balance x 0 Has less positive stiffness in the near ab region, when k is p <k n While the suspension system is at the point of vibration balance x 0 With less negative stiffness in the near ab region. The stiffness of the overall suspension system can be designed as desired.
In step S2, as shown in fig. 3, the present invention establishes a two-degree-of-freedom quarter vehicle suspension system model, in which the damping of the tire is neglected, and its differential equation expression is listed according to the two-degree-of-freedom quarter vehicle suspension system model:
wherein m is s And m u Respectively sprung and unsprung masses; x is the number of s And x u Respectively sprung displacement and unsprung displacement;
and &>
Sprung and unsprung velocities, respectively; />
And &>
Respectively sprung acceleration and unsprung acceleration; k is a radical of t Is the tire vertical stiffness; c. C 0 Is the damping coefficient of the shock absorber; c. C switch Is a ceiling switch-like damping controller; x is the number of r Exciting the displacement of the wheels for the road surface;g (x) is the restoring force of the suspension system having a negative stiffness characteristic.
In step S3, c switch The control strategy of (2) is as follows:
when the direction of movement of the sprung and unsprung displacements is the same, c switch Taking the value as a determined larger damping value c max (ii) a When the direction of movement of the sprung and unsprung displacements is different, c switch Taking the value as a determined smaller damping value c min 。
The invention connects an elastic element with negative rigidity characteristic in parallel at the balance point of the common suspension spring, adjusts the damping force of the suspension to control the suspension system to restrain the vehicle body vibration caused by the road surface unevenness. Therefore, the semi-active suspension of the vehicle comprising the positive stiffness spring, the negative stiffness spring, the magnetorheological damper, the suspension connecting rod and the like is formed. Because a spring with negative stiffness is connected in parallel at the balance point of the vehicle suspension, the parallel spring system has certain negative stiffness characteristic in the area near the balance point. The suspension system now has a limited range of positive and negative stiffness values in the region near the point of vibration balance. Therefore, the vibration transmitted to the vehicle body from the road surface can be better inhibited, and the riding comfort of the vehicle is obviously improved. The method has better feedback result in practical application and higher engineering application value.
On the other hand, the application also provides a vehicle semi-active suspension which is manufactured by the method of the embodiment. Therefore, when the semi-active suspension is used by a vehicle, the vibration transmitted to the vehicle body from the road surface can be better inhibited, and the riding comfort of the vehicle is obviously improved.
While the present invention has been described with reference to the preferred embodiments, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention as defined in the appended claims. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
In the description of the present application, it is to be understood that the terms "upper", "lower", "inner", "outer", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are only for convenience in describing the present application and simplifying the description, and do not indicate or imply that the referred devices or elements must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present application. The word 'comprising' does not exclude the presence of elements or steps not listed in a claim. The word 'a' or 'an' preceding an element does not exclude the presence of a plurality of such elements. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage. Any reference signs in the claims shall not be construed as limiting the scope.
Claims (7)
1. A vibration damping control method for a semi-active suspension of a vehicle is characterized by comprising the following steps: the method comprises the following steps:
s1: setting a small-range negative stiffness curve area at a suspension balance point;
s2: constructing a two-degree-of-freedom quarter vehicle suspension system model according to the curve;
s3: a control strategy is set for a damping controller of a suspension variable damper according to a direction of a vibration speed of the suspension.
2. The method for controlling vibration damping of a semi-active suspension of a vehicle according to claim 1, wherein: the S1 specifically comprises:
s11: according to a conventional spring stiffness characteristic curve, analyzing and calculating a negative stiffness value required by the spring stiffness characteristic curve to reach negative stiffness at a working balance point;
s12: designing a negative stiffness spring capable of meeting the negative stiffness value required in S11;
s13: the conventional spring and the negative stiffness spring are connected in parallel to obtain an area which has a negative stiffness characteristic curve in a small range of a suspension balance point.
3. The method for controlling vibration damping of a semi-active suspension of a vehicle according to claim 2, characterized in that: the S2 specifically comprises:
s21: constructing a two-degree-of-freedom quarter vehicle suspension system model according to a Newton second law, and listing motion equations of a sprung part and an unsprung part according to the Newton second law respectively;
s22: on the basis of the original damping, the control part of the damping controller is added into a sprung part equation.
4. A method of controlling semi-active suspension damping of a vehicle according to claim 3, characterized by: the S3 specifically includes:
s31: designing values of the damping controller in different vibration displacement directions of the vehicle body according to the vibration displacement direction of the vehicle body;
s32: and (5) utilizing simulation software matlab to adjust the value-taking parameters.
5. The method for controlling vibration damping of a semi-active suspension of a vehicle according to claim 1, characterized in that: the two-degree-of-freedom quarter vehicle suspension system model in the S2 specifically comprises the following steps:
wherein m is s And m u Respectively sprung and unsprung masses; x is the number of s And x u Respectively sprung displacement and unsprung displacement;
and &>
Respectively sprung and unsprung speeds; />
And &>
Respectively sprung acceleration and unsprung acceleration; k is a radical of t Is the tire vertical stiffness; c 0 The damping coefficient of the shock absorber; c. C switch Is a ceiling switch-like damping controller; x is the number of r Exciting the displacement of the wheels for the road surface; g (x) is the restoring force of the suspension system having a negative stiffness characteristic.
6. The method for controlling vibration damping of a semi-active suspension of a vehicle according to claim 5, wherein: the control strategy in S3 is specifically:
when the direction of movement of the sprung and unsprung displacements is the same, c switch Taking the value as a determined larger damping value c max (ii) a When the direction of movement of the sprung and unsprung displacements is different, c switch Taking the value as a determined smaller damping value c min 。
7. A semi-active suspension for a vehicle, comprising: the semi-active suspension of the vehicle is manufactured by the method according to any one of claims 1 to 6.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211241481.6A CN115871398A (en) | 2022-10-11 | 2022-10-11 | Vibration reduction control method for semi-active suspension of vehicle and semi-active suspension of vehicle |
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| CN202211241481.6A CN115871398A (en) | 2022-10-11 | 2022-10-11 | Vibration reduction control method for semi-active suspension of vehicle and semi-active suspension of vehicle |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117465180A (en) * | 2023-10-31 | 2024-01-30 | 西南交通大学 | Driving experience improvement oriented adjustable negative stiffness air spring assembly and system control method |
| CN117465180B (en) * | 2023-10-31 | 2024-05-17 | 西南交通大学 | Driving experience improvement oriented adjustable negative stiffness air spring assembly and system control method |
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2022
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Cited By (2)
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| CN117465180A (en) * | 2023-10-31 | 2024-01-30 | 西南交通大学 | Driving experience improvement oriented adjustable negative stiffness air spring assembly and system control method |
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