WO2020042820A1 - 一种串联r式汽车减振器的压力损失计算方法 - Google Patents

一种串联r式汽车减振器的压力损失计算方法 Download PDF

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WO2020042820A1
WO2020042820A1 PCT/CN2019/096642 CN2019096642W WO2020042820A1 WO 2020042820 A1 WO2020042820 A1 WO 2020042820A1 CN 2019096642 W CN2019096642 W CN 2019096642W WO 2020042820 A1 WO2020042820 A1 WO 2020042820A1
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shock absorber
resistance
pressure loss
series
automobile shock
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French (fr)
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容强
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South China University of Technology SCUT
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South China University of Technology SCUT
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Priority to US17/272,318 priority Critical patent/US20210182448A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
    • B60G13/02—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally
    • B60G13/06—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally of fluid type
    • B60G13/08—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally of fluid type hydraulic
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/15—Vehicle, aircraft or watercraft design
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
    • B60G13/16—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dynamic absorbers as main damping means, i.e. spring-mass system vibrating out of phase
    • B60G13/18—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dynamic absorbers as main damping means, i.e. spring-mass system vibrating out of phase combined with energy-absorbing means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
    • B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
    • B60G15/06—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B21/00—Common features of fluid actuator systems; Fluid-pressure actuator systems or details thereof, not covered by any other group of this subclass
    • F15B21/008—Reduction of noise or vibration
    • 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
    • F16F9/10—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using liquid only; using a fluid of which the nature is immaterial
    • F16F9/14—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect
    • F16F9/16—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts
    • F16F9/18—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein
    • F16F9/19—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein with a single cylinder and of single-tube type
    • 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
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
    • G06F17/10—Complex mathematical operations
    • G06F17/11—Complex mathematical operations for solving equations, e.g. nonlinear equations, general mathematical optimization problems
    • G06F17/13—Differential equations
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • 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
    • F16F2230/00—Purpose; Design features
    • F16F2230/24—Detecting or preventing malfunction, e.g. fail safe
    • 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
    • F16F2238/00—Type of springs or dampers
    • F16F2238/02—Springs
    • F16F2238/022—Springs leaf-like, e.g. of thin, planar-like metal
    • 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
    • F16F2238/00—Type of springs or dampers
    • F16F2238/02—Springs
    • F16F2238/026—Springs wound- or coil-like
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2111/00—Details relating to CAD techniques
    • G06F2111/06—Multi-objective optimisation, e.g. Pareto optimisation using simulated annealing [SA], ant colony algorithms or genetic algorithms [GA]
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
    • G06F2119/06—Power analysis or power optimisation
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
    • G06F2119/14—Force analysis or force optimisation, e.g. static or dynamic forces
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation

Definitions

  • the invention relates to the field of hydraulic automobile shock absorbers, in particular to a method for calculating a pressure loss of a series R automobile shock absorber.
  • the vibration reduction methods of automobiles mainly include hydraulic, pneumatic and electromagnetic. Hydraulic is the most widely used method of automobile vibration reduction.
  • Figure 1 is a schematic structural diagram of an existing series R-type automobile shock absorber.
  • the series R-type automobile shock absorber please refer to the patent No. ZL 201110446289.6 and the patent name is a series capillary variable damping automobile vibration damping. Device.
  • the automobile shock absorber includes a frame, a spring, an axle, a hydraulic cylinder, an upper oil silo, a piston, a lower oil silo, and a resistance adjustment section.
  • the resistance regulating section is composed of a solenoid valve and a four-way capillary tube in series. These 4-way capillaries are all coiled into M-shape. These four-way capillaries are capillaries R8, R4, R2, R1; they are connected in parallel with the solenoid valves V R8 , V R4 , V R2 , V R1 .
  • the damping can be adjusted by adjusting the configuration S Rn of the solenoid valves V R8 , V R4 , V R2 , V R1 .
  • the working principle of the automobile shock absorber is that when relative movement occurs between the frame and the axle, the piston will move up or down accordingly. At this time, the oily liquid in the hydraulic cylinder will pass through the upper oil tank oil port, the lower Resistance adjustment section between oil tank oil ports; then flow from the upper oil tank to the lower oil tank, or from the lower oil tank to the upper oil tank.
  • the capillary control system is controlled by the configuration of the solenoid valve S Rn , thereby realizing the resistance adjustment of the resistance adjustment section.
  • the purpose of the present invention is to overcome the shortcomings and deficiencies of the prior art mentioned above, and provide a method for calculating the pressure loss of a series R-type automobile shock absorber, so as to reduce the uncertainty of the control model.
  • the automobile shock absorber includes a frame 11, an axle 17, and a hydraulic cylinder 13.
  • a spring 12 is provided between the frame 11 and the axle 17.
  • the upper end of the hydraulic cylinder 13 is connected to the frame 11 through its piston rod, and the lower end of the hydraulic cylinder 13 is connected to the axle 17; the piston 15 in the hydraulic cylinder 13 divides the hydraulic cylinder 13 into an upper oil tank 14 and a lower oil tank 16;
  • a resistance adjusting section is connected to the pipeline between the upper oil tank 14 and the lower oil tank 16 oil delivery port; that is, the F port of the resistance adjusting section is connected to the A port of the upper oil tank 14 and the E oil of the adjusting section is connected. Port is connected to the B port of the lower oil tank 16;
  • the method for calculating the pressure loss of the automobile shock absorber includes the following steps:
  • R fRt ⁇ i R fRi ;
  • ⁇ p R fRt ⁇ q t .
  • the resistance adjusting section includes four capillaries connected in series.
  • a solenoid valve is connected in parallel to the capillary of the resistance adjustment section.
  • the four capillary cross sections of the resistance-adjusting section are equal.
  • the ratio of the lengths of the four capillaries of the resistance regulating section is 8: 4: 2: 1; that is, their lengths are arranged according to the binary coding rule of 8421.
  • the four capillaries of the resistance adjusting section are equal in length.
  • the ratio of the cross-sectional areas of the four capillaries of the resistance-adjusting section is 8: 4: 2: 1; that is, their cross-sectional areas are arranged according to the binary coding rule of 8421.
  • the spring 12 is a coil spring, a leaf spring or a gas spring.
  • the capillaries in the resistance adjusting section are uniformly formed into an "M” shape, an "S” shape, or a spiral shape.
  • the solenoid valve of the resistance adjustment section is also connected to a capillary control system; the capillary control system is used to control the on-off of each solenoid valve.
  • the damping section of the automobile shock absorber includes four capillaries: R8, R4, R2, and R1; they are connected in parallel with the solenoid valves V R8 , V R4 , V R2 , and V R1 to control their work.
  • the operating principle of a car shock absorber is that when relative movement occurs between the frame and the axle, the piston will move up or down accordingly. At this time, the oily liquid in the hydraulic cylinder 13 will pass through the A and B ports.
  • the resistance adjusting section flows from the upper oil tank 14 to the lower oil tank 16 or from the lower oil tank 16 to the upper oil tank 14.
  • the capillary control system changes the configuration of the solenoid valve of the resistance-adjusting section to control the S Rn , thereby realizing the resistance adjustment of the resistance-adjusting section.
  • the tube is placed horizontally; the tube is filled with a liquid with dynamic viscosity ⁇ for laminar flow, and the flow of the flowing liquid is q .
  • Equation (1-2) The integral of Equation (1-2) can be obtained:
  • Equation (1-3) shows that when the liquid is moving in a laminar flow in a straight pipe, the velocity is symmetrical to the centerline of the round pipe and is distributed according to a parabola.
  • the area of a micro-ring with a thickness dr is taken at a radius r.
  • the flow dq passing through the area of this micro-ring is:
  • the unit of the flow resistance R f is: Pa ⁇ s / m 3 .
  • equation (1-7) Similar to Ohm's law describing the relationship between current, voltage, and resistance, we can also write equation (1-7) as:
  • the value range of i be the total number of capillary labels in the tunable segment capillary R1, R2, R4, and R8.
  • the value range of i is ⁇ 1, 2, 4, 8 ⁇ ; when only R1 and R8 of the capillaries R1, R2, R4, and R8 work , I ranges from ⁇ 1,8 ⁇ ; the rest can be deduced by analogy.
  • the length and diameter of the working capillary Ri of the resistance-adjusting section be l Ri and d Ri , respectively. According to formula (1-6), the calculation formula of the flow resistance R fRi of the capillary Ri is:
  • the pressure loss ⁇ p Rt at both ends of the working trimming section is also the pressure loss at both ends of the trimming section, and can also be called the pressure loss of the trimming section;
  • the flow q t of the working trimming section is also the flow of the trimming section;
  • the total flow resistance R fRt of the resistance-adjusting section is only the total flow resistance of the capillary of the resistance-adjusting section, and not necessarily the total flow resistance of the entire resistance-adjusting section.
  • each capillary pressure loss is the product of its flow rate and its flow resistance.
  • the total pressure loss of the tandem capillary in the tuned resistance section (that is, the pressure loss ⁇ p Rt at both ends of the tuned resistance section) is the sum of the pressure loss of each capillary working in the tuned resistance section, that is:
  • formula (2-4) can also be expressed as: when the tunable section capillary works in series, the total flow resistance R fRt of the working tuned section is equal to the sum of the flow resistances of the tuned section capillary participating in the work.
  • the pressure loss of the trimming section is:
  • the total pressure loss ⁇ p of the shock absorber is the pressure loss between the upper oil tank A port and the lower oil tank B port; the total pressure loss ⁇ p of the shock absorber is also referred to as the total pressure of the automobile shock absorber loss.
  • R fRt ⁇ i R fRi ;
  • ⁇ p R fRt ⁇ q t .
  • the present invention has the following advantages and effects:
  • the invention provides a calculation method for the pressure loss of the R-type automobile shock absorber, and achieves the purpose of reducing the uncertainty of the control model. It provides a theoretical basis for improving the control quality of shock absorbers.
  • the invention is also of great use for improving the design level of R-type automobile shock absorbers and reducing test costs; it has positive and outstanding beneficial effects on the development of modern automobile vibration damping technologies.
  • FIG. 1 is a schematic structural diagram of an existing series R-type automobile shock absorber.
  • FIG. 2 is a calculation diagram of a single capillary pressure loss ⁇ p in a pressure loss calculation method of a series R-type automobile shock absorber according to the present invention.
  • the series resistance-adjusting section includes four capillary tubes R8, R4, R2, and R1 respectively; their cross-sectional areas are equal and the solenoid valves V R8 , V R4 , V R2 , and V R1 are connected in parallel to control their work.
  • the length of the capillary R1 is L R1 .
  • the ratio of the lengths of the capillaries R8, R4, R2, and R1 is 8: 4: 2: 1; their diameters are all d R.
  • the dynamic viscosity ⁇ of the oily liquid of the shock absorber and the flow rate q t of the damping section of the shock absorber are known.
  • R fRt ⁇ i R fRi ;
  • ⁇ p R fRt ⁇ q t .
  • the capillary control system uses the pressure loss calculation method of the automobile shock absorber, which can reduce the uncertainty of the control model and improve the control quality of the shock absorber.
  • each capillary tube has a solenoid valve to control its work.
  • the capillary tube may not be equipped with a solenoid valve; that is, the number of capillary tubes and the number of solenoid valves are not necessarily the same. Exactly equal.
  • the capillary tube R8, R4, R2, R1 and their corresponding solenoid valves are used to adjust the resistance of the shock absorber under the control of the control system. Its characteristics are: outside of the hydraulic cylinder body, according to the resistance characteristics of the capillary, the serial (or parallel) multi-channel (can be four or non-four) capillary based on specific parameters (such as area, Or the length, or the flow resistance, or the inverse of the flow resistance, or the flow resistance of the hydraulic oil under a certain working condition, etc. according to a certain rule (such as 8421 equal binary coding rules, or other equal or non-equal rules ) Array, through the control system to control the solenoid valve of the corresponding capillary to achieve the purpose of adjusting resistance.
  • a certain rule such as 8421 equal binary coding rules, or other equal or non-equal rules
  • shock absorber has the above-mentioned "R-type” meaning, we also call it R-type shock absorber or R-type automobile shock absorber.
  • the capillary does not have to be very thin.
  • the so-called thin means that the hydraulic oil will generate resistance when flowing through the capillary; that is, what we call the capillary is the oil pipe that will generate resistance when the hydraulic oil flows through. Oil road.
  • the capillary of the R-type shock absorber can be processed into other shapes such as a spiral shape and an "S" shape. These shapes are just a few of the specific shapes listed, and many shapes can be listed in actual applications, which can be flexibly determined according to specific requirements.
  • the materials for making these capillary oil circuits can be steel, copper, various alloys, non-metallic materials, etc .; the methods for making capillary oil circuits can be processing methods using formed pipes, machining methods, 3D printing manufacturing methods, and the like.
  • the capillary tube When the Newtonian fluid is in a steady flow or laminar flow state, the capillary tube is assumed to be a straight tube placed horizontally, and the above calculation formula is derived by ignoring the local pressure loss of the capillary tube and the pressure loss of the connecting pipeline. If the actual operating conditions are significantly different from the above conditions and assumptions, there will be errors in the formula. Compared with the case where these formulas are not available before, even if there is an error in the formula, for the system identification of the control system, the calculation method of the present invention can reduce the uncertainty of the control model, and provide a theoretical basis for improving the control quality of the shock absorber. Of course, according to the calculation method of the present invention, plus some experiments, the calculation method can also be modified; thereby further improving the control quality of the shock absorber.
  • the spring in the shock absorber of the present invention can also use other springs such as a gas spring and a gas spring.
  • the ratio of the length of the capillary R8, R4, R2, R1 is 8: 4: 2: 1, their diameters are d R; therefore, trimming section capillary R8, R4, R2, R1 flow
  • the ratio of resistance is also 8: 4: 2: 1;
  • the ratio of pressure loss of the capillary R8, R4, R2, and R1 of the resistance adjustment section is also 8: 4: 2: 1. It can be seen that, in this embodiment, there is a linear relationship among the length, flow resistance, and pressure loss of the capillary of the resistance-adjusting section.

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Abstract

一种串联R式汽车减振器的压力损失计算方法，该汽车减振器包括车架(11)、弹簧(12)、车轴(17)、液压缸(13)、上油仓(14)、活塞(15)、下油仓(16)、调阻段，调阻段由串联的4路毛细管、电磁阀组成，这4路毛细管都盘成了M型，这4路毛细管分别是毛细管R8、R4、R2、R1；它们分别并联电磁阀VR8、VR4、VR2、VR1。由于缸体内的油性液体的粘性作用，当油性液体流经调阻段时，调节电磁阀VR8、VR4、VR2、VR1的组态SRn即可调节阻尼。该R式汽车减振器压力损失的计算方法，达到了减少控制模型不确定性的目的，为改善减振器控制品质提供了理论依据。

Description

一种串联R式汽车减振器的压力损失计算方法 技术领域
本发明涉及液压式汽车减振器领域，尤其涉及一种串联R式汽车减振器的压力损失计算方法。
背景技术
汽车的减振方式主要有液压式、气压式、电磁式。液压式是目前用得最广泛的汽车减振方式。
图1为现有串联R式汽车减振器的结构示意图，该串联R式汽车减振器的工作原理，请参见专利号为ZL 201110446289.6、专利名称为一种串联毛细管可变阻尼的汽车减振器。
该汽车减振器包括车架、弹簧、车轴、液压缸、上油仓、活塞、下油仓、调阻段。
调阻段由电磁阀、串联的4路毛细管组成。这4路毛细管都盘成了M型。这4路毛细管分别是毛细管R8、R4、R2、R1；它们分别并联电磁阀V R8、V R4、V R2、V R1。调节电磁阀V R8、V R4、V R2、V R1的组态S Rn即可调节阻尼。
该汽车减振器工作原理是，当车架和车轴之间产生相对运动时，活塞会相应的产生或上或下的移动，此时液压缸内的油性液体会经过上油仓油口、下油仓油口之间的调阻段；进而从上油仓流向下油仓，或者从下油仓流向上油仓。
由于缸体内的油性液体的粘性作用，当油性液体流经调阻段时，调阻段中工作的毛细管会对油性液体的流动产生阻力，从而形成对活塞移动的阻力；该阻力的大小由毛细管控制系统通过电磁阀的组态S Rn控制，进而实现调阻段 的调阻。
在对减振器阻力进行控制时，因为没有比较好的减振器的压力损失计算方法，所以控制系统的控制模型由此存在着一定的不确定性。如何减少控制模型的不确定性，这是减振器行业面临的一个问题。
发明内容
本发明的目的在于克服上述现有技术的缺点和不足，提供一种串联R式汽车减振器的压力损失计算方法，达到减少控制模型不确定性的目的。
本发明通过下述技术方案实现：
一种串联R式汽车减振器的压力损失计算方法，该汽车减振器包括车架11、车轴17和液压缸13；所述车架11与车轴17之间设有弹簧12；
所述液压缸13的上端通过其活塞杆连接车架11，液压缸13的下端缸体连接车轴17；液压缸13内的活塞15将液压缸13分为上油仓14和下油仓16；
所述上油仓14和下油仓16输油口之间的管路上连接有调阻段；即，调阻段的F油口连接上油仓14的A油口，调阻段的E油口连接下油仓16的B油口；
汽车减振器的压力损失计算方法包括如下步骤：
(1)确定i的取值范围；
(2)计算所有调阻段工作毛细管的流阻R fRi:
Figure PCTCN2019096642-appb-000001
(3)计算串联工作调阻段的总流阻R fRt：
R fRt＝∑ i R fRi；
(4)计算汽车减振器总压力损失：
∑Δp＝R fRt·q t。
所述调阻段包括串联的四根毛细管。
所述调阻段的毛细管并联有电磁阀。
所述调阻段的四根毛细管截面积相等。
所述调阻段的四根毛细管的长度之比是8:4:2:1；即它们的长度是按照8421的二进制编码规则来排列的。
所述调阻段的四根毛细管长度相等。
所述调阻段的四根毛细管的截面积之比是8:4:2:1；即它们的截面积是按照8421的二进制编码规则来排列的。
所述弹簧12为螺旋弹簧、钢板弹簧或者气体弹簧。
所述调阻段中的毛细管，均盘成“M”形状、“S”形状或者螺旋形状。
所述调阻段的电磁阀还与毛细管控制系统连接；毛细管控制系统用于控制各电磁阀的通断。
下面对汽车减振器运行原理说明如下：
如图1所示；
汽车减振器调阻段包括四根毛细管分别是R8、R4、R2、R1；它们分别并联电磁阀V R8、V R4、V R2、V R1控制其工作。
汽车减振器运行原理是，当车架和车轴之间产生相对运动时，活塞会相应的产生或上或下的移动，此时液压缸13内的油性液体会经过A油口、B油口之间的调阻段，进而从上油仓14流向下油仓16，或者从下油仓16流向上油仓14。
由于缸体内的油性液体的粘性作用，当油性液体流经调阻段时，调阻段中工作的毛细管会对油性液体的流动产生阻力，从而形成对活塞移动的阻力；该阻力的大小由毛细管控制系统通过改变调阻段电磁阀的组态S Rn控制，进而实现调阻段的调阻。
因为在确定组态S Rn时，使用汽车减振器的压力损失计算方法，从而减少了减振器控制模型的不确定性。
下面对本发明串联R式汽车减振器的压力损失计算方法作进一步说明：
(一)、单根毛细管的压力损失计算
如图2，假设毛细管为直管、长度为l、内径为d(d＝2R,R:半径)、水平放置；管内充满动力粘度为μ的液体作层流流动，该流动液体的流量为q。
在管内取一段其轴线与管轴线重合的圆柱体，其半径为r，作用在圆柱体上游端的液体压力为P 1,作用在圆柱体下游端的液体压力为P 2。稳定流动时，根据牛顿內摩擦定律，所取圆柱体有如下的力平衡方程：
Figure PCTCN2019096642-appb-000002
上式中，u为液体的速度。因为(P 1-P 2)即为毛细管的压力损失Δp，所以由式(1-1)可得：
Figure PCTCN2019096642-appb-000003
对式(1-2)积分可得：
Figure PCTCN2019096642-appb-000004
式(1-3)表明：液体在直管中作层流运动时，速度对称于圆管中心线并按抛物线规律分布。
如图2，在半径为r处取一个厚度为dr的微圆环面积，通过此微圆环面积的流量dq为：
dq＝u·2πrdr         (1-4)
对式(1-4)积分可得：
Figure PCTCN2019096642-appb-000005
我们定义毛细管的流阻R f为：
Figure PCTCN2019096642-appb-000006
流阻R f的单位为：Pa·s/m 3。
由式(1-5)、式(1-6)可得：
Δp＝R f·q         (1-7)
类似于描述电流、电压、电阻关系的欧姆定律，我们也可以将式(1-7)写成：
Figure PCTCN2019096642-appb-000007
(二)、多根毛细管串联工作的调阻段的压力损失计算
如图1所示；
设i的取值范围为调阻段毛细管R1、R2、R4、R8中工作的毛细管标号之全体。比如，当毛细管R1、R2、R4、R8中全部都工作时，i的取值范围则为{1，2，4，8}；当毛细管R1、R2、R4、R8中仅R1、R8工作时，i的取值范围则为{1，8}；其余以此类推。设调阻段工作毛细管Ri的长度和直径分别为l Ri和d Ri,依据式(1-6)，则毛细管Ri的流阻R fRi的计算式为：
Figure PCTCN2019096642-appb-000008
设工作调阻段两端的压力损失为Δp Rt,设工作调阻段的流量为q t，设工作调阻段的总流阻为R fRt。依据式(1-8)，则有：
Figure PCTCN2019096642-appb-000009
此处，工作调阻段两端的压力损失Δp Rt也是调阻段两端的压力损失，同时也可称为调阻段压力损失；工作调阻段的流量q t也是调阻段的流量；而工作调阻段的总流阻R fRt则仅仅只是参与工作的调阻段毛细管的总流阻，而不一定就是整个调阻段的总流阻。
调阻段多根毛细管串联工作时，每根毛细管的流量相同，均为调阻段的流量q t。忽略毛细管的局部压力损失，每根毛细管压力损失则为其流量与其流阻的乘积。调阻段串联毛细管总的压力损失(也即工作调阻段两端的压力损失Δp Rt)为调阻段串联工作的各个毛细管的压力损失之和，即：
Δp Rt＝∑ i R fRi·q t       (2-3)
由式(2-2)、式(2-3)可得：
R fRt＝∑ i R fRi        (2-4)
类似于串联电阻电路关系，式(2-4)也可以表述为：调阻段毛细管串联工作时，工作调阻段的总流阻R fRt等于参与工作的调阻段毛细管的流阻之和。
由式(2-2)可得，调阻段的压力损失为：
Δp Rt＝R fRt·q t      (2-5)
(三)、减振器总压力损失∑Δp计算
如图1所示，忽略连接管路的压力损失，减振器总压力损失∑Δp则为调阻段的压力损失。依据式(2-5)可得：
∑Δp＝R fRt·q t(3-1)
此处，减振器总压力损失∑Δp为上油仓A油口、下油仓B油口之间的压力损失；该减振器的总压力损失∑Δp也称为汽车减振器总压力损失。
(四)、计算方法步骤
总结上述(二)、(三)部分，汽车减振器的压力损失计算方法的步骤如下：
(1)确定i的取值范围；
(2)计算所有调阻段工作毛细管的流阻R fRi:
Figure PCTCN2019096642-appb-000010
(3)计算串联工作调阻段的总流阻R fRt：
R fRt＝∑ i R fRi；
(4)计算汽车减振器总压力损失：
∑Δp＝R fRt·q t。
本发明相对于现有技术，具有如下的优点及效果：
本发明提供了R式汽车减振器压力损失的计算方法，达到了减少控制模型不确定性的目的。为改善减振器控制品质提供了理论依据。
本发明对提高R式汽车减振器的设计水平、降低试验费用也有大用处；对现代汽车减振技术的发展，具有积极、突出的有益效果。
附图说明
图1为现有串联R式汽车减振器结构示意图。
图2为本发明串联R式汽车减振器的压力损失计算方法中的单根毛细管压力损失Δp的计算图。
具体实施方式
下面结合具体实施例对本发明作进一步具体详细描述。
实施例
如图1所示；
串联调阻段包括四根毛细管分别是R8、R4、R2、R1；它们截面积相等且分别并联电磁阀V R8、V R4、V R2、V R1控制其工作。毛细管R1的长度为L R1。毛细管R8、R4、R2、R1的长度之比是8:4:2:1；它们的直径均为d R。
已知减振器油性液体的动力粘度μ、减振器调阻段的流量q t。
依据本实施例的条件，我们可以先求出调阻段所有毛细管的尺寸参数。然后，根据如下步骤就可以计算减振器在各种工况下的总压力损失∑Δp：
(1)确定i的取值范围；
(2)计算所有调阻段工作毛细管的流阻R fRi:
Figure PCTCN2019096642-appb-000011
(3)计算串联工作调阻段的总流阻R fRt：
R fRt＝∑ i R fRi；
(4)计算汽车减振器总压力损失：
∑Δp＝R fRt·q t。
这样，毛细管控制系统使用汽车减振器的压力损失计算方法，就可减少控制模型不确定性，改善减振器控制品质。
在本实施例中，因为实现了解析式的压力损失计算方法，所以能够很方便的对各种工况(各种i的取值范围)进行计算。从而为减少控制模型的不 确定性提供理论依据。
现通过以下五点对本实施例作进一步说明。
1、关于调阻段控制毛细管工作的电磁阀
图1中，在调阻段，每根毛细管都有一个电磁阀控制其工作，对于始终保持工作的毛细管，也可以不配电磁阀；也就是说，毛细管的数量和电磁阀的数量也不一定就是完全相等的。
2、关于“串联R式汽车减振器”的名称
在“串联R式汽车减振器”的名称中，“串联”表示调阻段用串联式毛细管调节。其“R式”表示的意义如下：
在毛细管的调阻段，用毛细管R8、R4、R2、R1及其对应的电磁阀在控制系统的控制下对减振器的阻力(Resistance)进行调节的方式。其特点是：在液压缸缸体以外，依据毛细管的阻力(Resistance)特性，将串联(或者并联)的多路(可以是四路也可以是非四路)毛细管依据特定的参数(比如：面积、或者长度、或者流阻、或者流阻的倒数、或者某个工况下液压油的流动阻力等)按照一定的规则(比如：8421等比的二进制编码规则、或者其它等比或者非等比规则)排列，通过控制系统对相应毛细管的电磁阀进行控制从而达到调节阻力的目的。
当减振器具有上述“R式”意义时，我们也将之称为R式减振器或者R式汽车减振器。
在R式减振器中，其毛细管不一定要多么细，所谓细就是指液压油流过毛细管时会产生阻力；也就是说，我们所说的毛细管就是液压油流过时会产生阻力的油管或者油路。
R式减振器的毛细管除加工成“M”形状外还可以加工成螺旋形状、“S”形状等其他形状。这几种形状仅为具体所列的几种形状，在实际应用中还可罗列出很多形状，可根据具体要求灵活而定。制作这些毛细管油路的材料可以是钢、铜、各种合金、非金属材料等；制作毛细管油路的方法可以是利用成型管材加工的方法、机械加工的方法、3D打印制造的方法等。
3、关于公式的使用说明
对于牛顿流体在稳定流、层流状态时，假设毛细管为水平放置的直管，在忽略毛细管的局部压力损失、连接管路的压力损失的情况下，本发明推导出了上面的计算公式。如果实际运行工况与上述条件、假设差别比较大，则公式会有误差。与以前没有这些公式的情况比较，即使公式有误差，对于控制系统的系统辨识，使用本发明的计算方法也能够减少控制模型的不确定性，为改善减振器控制品质提供理论依据。当然，依据本发明的计算方法，再加上一些试验，还可以对本计算方法进行修正；从而进一步改善减振器控制品质。
4、关于汽车减振器弹簧
本发明减振器中的弹簧除了使用螺旋弹簧外，还可以使用气体弹簧、油气弹簧等其它弹簧。
5、关于串联调阻段毛细管长度、流阻、压力损失的线性关系
在本实施例，因为毛细管R8、R4、R2、R1的长度之比是8:4:2:1，它们的直径均为d R；所以，调阻段毛细管R8、R4、R2、R1的流阻之比值也是8:4:2:1；调阻段毛细管R8、R4、R2、R1的压力损失之比值也是8:4:2:1。由此可见，在本实施例中，调阻段毛细管的长度、流阻、压力损失之间具有线性关系。
如上所述，便可较好地实现本发明。
本发明的实施方式并不受上述实施例的限制，其他任何未背离本发明的精神实质与原理下所作的改变、修饰、替代、组合、简化，均应为等效的置换方式，都包含在本发明的保护范围之内。

Claims (10)

  1. 一种串联R式汽车减振器的压力损失计算方法，该汽车减振器包括车架(11)、车轴(17)和液压缸(13)；所述车架(11)与车轴(17)之间设有弹簧(12)；
    所述液压缸(13)的上端通过其活塞杆连接车架(11)，液压缸(13)的下端缸体连接车轴(17)；液压缸(13)内的活塞(15)将液压缸(13)分为上油仓(14)和下油仓(16)；
    所述上油仓(14)和下油仓(16)输油口之间的管路上连接有调阻段；即，调阻段的F油口连接上油仓(14)的A油口，调阻段的E油口连接下油仓(16)的B油口；
    其特征在于，汽车减振器的压力损失计算方法包括如下步骤：
    (1)确定i的取值范围；
    (2)计算所有调阻段工作毛细管的流阻R fRi:
    Figure PCTCN2019096642-appb-100001
    (3)计算串联工作调阻段的总流阻R fRt：
    R fRt＝∑ iR fRi；
    (4)计算汽车减振器总压力损失：
    ∑Δp＝R fRt·q t。
  2. 根据权利要求1所述串联R式汽车减振器的压力损失计算方法，其特征在于：所述调阻段包括串联的四根毛细管。
  3. 根据权利要求2所述串联R式汽车减振器的压力损失计算方法，其特征在于：所述调阻段的毛细管并联有电磁阀。
  4. 根据权利要求3所述串联R式汽车减振器的压力损失计算方法，其特 征在于：所述调阻段的四根毛细管截面积相等。
  5. 根据权利要求3所述串联R式汽车减振器的压力损失计算方法，其特征在于：所述调阻段的四根毛细管的长度之比是8:4:2:1；即它们的长度是按照8421的二进制编码规则来排列的。
  6. 根据权利要求3所述串联R式汽车减振器的压力损失计算方法，其特征在于：所述调阻段的四根毛细管长度相等。
  7. 根据权利要求3所述串联R式汽车减振器的压力损失计算方法，其特征在于：所述调阻段的四根毛细管的截面积之比是8:4:2:1；即它们的截面积是按照8421的二进制编码规则来排列的。
  8. 根据权利要求3所述串联R式汽车减振器的压力损失计算方法，其特征在于：所述弹簧(12)为螺旋弹簧、钢板弹簧或者气体弹簧。
  9. 根据权利要求1至8中任一项所述串联R式汽车减振器的压力损失计算方法，其特征在于：所述调阻段中的毛细管，均盘成“M”形状、“S”形状或者螺旋形状。
  10. 根据权利要求9所述串联R式汽车减振器的压力损失计算方法，其特征在于：所述调阻段的电磁阀还与毛细管控制系统连接；毛细管控制系统用于控制各电磁阀的通断。
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