WO2024152805A1 - 一种空气弹簧式半主动增程器悬置、控制方法以及车辆 - Google Patents

一种空气弹簧式半主动增程器悬置、控制方法以及车辆 Download PDF

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Publication number
WO2024152805A1
WO2024152805A1 PCT/CN2023/138426 CN2023138426W WO2024152805A1 WO 2024152805 A1 WO2024152805 A1 WO 2024152805A1 CN 2023138426 W CN2023138426 W CN 2023138426W WO 2024152805 A1 WO2024152805 A1 WO 2024152805A1
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WIPO (PCT)
Prior art keywords
air cavity
range extender
suspension
air
vehicle
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PCT/CN2023/138426
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English (en)
French (fr)
Inventor
李长华
何东
高亮
李云川
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重庆赛力斯新能源汽车设计院有限公司
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Publication of WO2024152805A1 publication Critical patent/WO2024152805A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
    • B60K5/12—Arrangement of engine supports
    • B60K5/1283—Adjustable supports, e.g. the mounting or the characteristics being adjustable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B60L50/62—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles charged by low-power generators primarily intended to support the batteries, e.g. range extenders
    • 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
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
    • F16F15/023—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using fluid means
    • F16F15/0232—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using fluid means with at least one gas spring
    • 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
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
    • F16F15/023—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using fluid means
    • F16F15/027—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using fluid means comprising control arrangements
    • F16F15/0275—Control of stiffness

Definitions

  • the present disclosure generally relates to the field of semi-active suspension technology, for example, to an air spring type semi-active range extender suspension.
  • the engine transmits its vibration from the powertrain to the frame or body via the suspension. Therefore, minimizing the transmission of engine vibration and noise to the body is the key to automobile vibration reduction and noise reduction.
  • the powertrain suspension is an important link in automobile vibration isolation and noise reduction. Its vibration isolation performance directly affects the vibration and noise conditions of the automobile, and has an important impact on the comfort of the automobile and the normal operation and life of automobile components.
  • Semi-active suspension types mainly include variable flow channel type, magnetorheological fluid type and air spring type.
  • the variable flow channel type semi-active suspension has a complex structure and high manufacturing cost; the magnetorheological fluid type semi-active suspension has a low variable range of stiffness and damping; while the air spring type semi-active suspension has the advantages of a large adjustable range of stiffness and damping, fast response speed, simple structure, and low manufacturing cost.
  • the air spring type semi-active suspension still has the disadvantages of limited working modes and a small range of performance changes.
  • a Chinese patent document discloses a semi-active suspension device with a solenoid valve [Authorization Announcement No.: CN 101670776 B], which is characterized by being composed of a hydraulic suspension and a solenoid valve, and switching the state of the sealed air cavity by controlling the closing of the solenoid valve to achieve the purpose of adjustable dynamic stiffness and damping of the suspension.
  • the introduction of a solenoid valve can effectively adjust the dynamic stiffness and damping of the suspension, but at this time the suspension also has only two working modes, and the performance change can only be accompanied by the switching of the two modes. For this reason, we provide an air spring type semi-active range extender suspension that can effectively solve the above problems.
  • the present application provides an air spring type semi-active range extender suspension, comprising:
  • a suspension body comprising:
  • a suspension body the top of which is used to be connected to the engine
  • a first shell wherein the first shell is located below the suspension body; a sealed first air cavity is formed between the inner wall of the first shell and the bottom of the suspension body; the first air cavity has at least two states: sealed or unsealed.
  • the first switching member is connected to the inside of the first air cavity, and the first switching member is configured to switch the first air cavity to a sealed or unsealed state.
  • the suspension body includes:
  • a second shell wherein the second shell has a first liquid chamber and a second liquid chamber arranged from top to bottom along the axis of the suspension body; the first liquid chamber and the second liquid chamber are connected through an inertial channel; a sealed second air cavity is formed between the first liquid chamber and the second liquid chamber; the second air cavity has at least two states: sealed or unsealed.
  • the suspension body further includes:
  • a second switching member is connected to the interior of the second air cavity, and the second switching member is configured to switch the second air cavity to a sealed state or an unsealed state.
  • the first air cavity also has a vacuum state
  • An end of the first switching member away from the first air cavity is connected to a first vacuum system
  • the first vacuum system switches the first air cavity to a vacuum state.
  • the second air cavity also has a vacuum state
  • the end of the second switching member away from the second air cavity is connected to a second vacuum system. system
  • the second vacuum system switches the second air cavity to a vacuum state.
  • the present application provides a control method for an air spring type semi-active range extender suspension, the control method comprising the following steps:
  • vehicle operating condition signal parameter sequence includes: road condition and real-time vehicle speed
  • the first air cavity is switched to be in a sealed state; at the same time, the second air cavity is switched to be in a sealed state.
  • control method includes:
  • the method further includes:
  • the first air cavity is switched to be in a vacuum state; at the same time, the second air cavity is switched to be in a vacuum state.
  • the step of determining the vehicle operating condition according to the vehicle operating condition signal parameter sequence and the vehicle range extender power generation condition signal includes:
  • the vehicle operating condition database is called to determine the vehicle operating condition;
  • the vehicle operating condition database includes: a plurality of sets of vehicle operating condition signal parameter sequences and vehicle range extender power generation conditions, and vehicle operating conditions corresponding to the two.
  • the present application provides a vehicle, which is equipped with the above-mentioned air spring type semi-active range extender suspension.
  • the technical solution discloses an air spring type semi-active range extender suspension, control method and vehicle, wherein the suspension body comprises: a suspension body and a first shell located below the suspension body, the top of the suspension body is used to connect with the engine, and a sealed first air cavity is formed between the inner wall of the first shell and the bottom of the suspension body; wherein, since the first switching member is connected to the first air cavity, it has at least two states of sealed or unsealed; and the suspension body comprises a second shell, and a second air cavity is further provided in the second shell; Similarly, the second switching member enables the second air cavity to have at least two states: sealed or unsealed.
  • the present application effectively expands the performance variation range of the air spring suspension by sealing the lower rubber cover bowl (formed by the first shell) of the semi-active range extender suspension, so that the suspension body has two air cavities whose states can be controlled by the switching member respectively.
  • the semi-active range extender suspension therefore has multiple working modes, which can not only provide ultra-high dynamic stiffness and ultra-low dynamic stiffness, and improve the vibration isolation effect of the semi-active range extender suspension, but also better adapt to various working conditions of the vehicle during operation, greatly meeting the vibration isolation requirements of the range extender.
  • FIG1 is a schematic diagram of the structure of an air spring type semi-active range extender suspension.
  • FIG. 2 is a schematic diagram of the structure of a vacuum system in an air spring type semi-active range extender suspension.
  • FIG3 is a schematic diagram of the overall structure of an air spring type semi-active range extender suspension.
  • FIG. 4 is a first test diagram showing the dynamic stiffness of an air spring type semi-active range extender suspension changing with frequency.
  • FIG. 5 is a first test diagram showing the variation of the damping angle of an air spring type semi-active range extender suspension with frequency.
  • FIG. 6 is a second test diagram showing the dynamic stiffness of an air spring type semi-active range extender suspension changing with frequency.
  • FIG. 7 is a second test diagram showing the variation of the damping angle of an air spring type semi-active range extender suspension with frequency.
  • FIG8 is a control schematic diagram of an air spring type semi-active range extender suspension.
  • FIG. 9 is a flow chart of a method for controlling an air spring type semi-active range extender suspension.
  • FIG. 1 is a schematic structural diagram of a first embodiment of an air spring type semi-active range extender suspension provided by the present application, comprising:
  • the suspension body 100 includes:
  • a suspension body 200 the top of which is used to connect with the engine
  • the first shell 300 is located below the suspension body 200 ; a sealed first air cavity 301 is formed between the inner wall of the first shell 300 and the bottom of the suspension body 200 ; the first air cavity 301 has at least two states: sealed or unsealed.
  • the semi-active suspension can change the dynamic characteristics by controlling the inertial channel parameters, decoupling membrane stiffness, liquid viscosity and other parameters of the hydraulic semi-active suspension, it can adapt to the dynamic characteristics requirements of different vehicle working conditions, thereby significantly improving ride comfort and reducing noise and vibration inside the vehicle within a wider frequency range.
  • the whole vehicle may encounter a variety of complex working conditions during driving, so the working mode of the semi-active suspension needs to be reasonably matched with the different working conditions of the whole vehicle.
  • the suspension body 100 includes: a suspension main body 200 and a first shell 300 located below the suspension main body 200 .
  • the top of the suspension body 200 is used to connect with the engine. As shown in FIG. 1 , the connecting bolt 205 at the top of the suspension body 200 is used to connect with the engine, and is also the main component for transmitting the engine vibration to the semi-active range extender suspension.
  • a sealed first air cavity 301 is formed between the inner wall of the first shell 300 and the bottom of the suspension body 200, and the first air cavity 301 has at least two states: sealed or unsealed. By switching the state of the first air cavity 301, the maximum stiffness and minimum stiffness of the air spring suspension can be effectively extended to match different working conditions of the vehicle.
  • a first switching member 400 is in communication with the interior of the first air cavity 301 , and the first switching member 400 is configured to switch the first air cavity 301 to a sealed state or an unsealed state;
  • a second housing 201 wherein the second housing 201 has a first liquid chamber 201 and a second liquid chamber 202 arranged from top to bottom along the axis of the suspension body 100;
  • the first liquid chamber 201 and the second liquid chamber 202 are connected through the inertial channel 203.
  • a sealed second air cavity 204 is formed between the first liquid chamber 201 and the second liquid chamber 202.
  • the second air cavity 204 has at least two states: sealed or unsealed.
  • the inertial channel 203 is a spiral flow channel, and openings communicating with the first liquid chamber 201 and the second liquid chamber 202 are respectively opened thereon, so that the liquid in the first liquid chamber 201 and the second liquid chamber 202 flows through the inertial channel 203, thereby absorbing the volume difference caused by the first liquid chamber 201.
  • the reason for the volume difference is, for example, that the road surface is poorly flat, and the vehicle will be bumpy when passing.
  • the vibration of the engine is transmitted to the metal spindle 206 through the connecting bolt 205, causing the upper end of the semi-active range extender suspension to be compressed.
  • the rubber main spring 207 Since the rubber main spring 207 is arranged around the metal spindle 206, and the first liquid chamber 202 is formed inside it, the rubber main spring 207 will also be compressed, thereby compressing the volume of the first liquid chamber 201, and the liquid inside it will flow into the second liquid chamber 202 through the inertial channel 203, thereby absorbing the volume difference of the first liquid chamber 201.
  • the suspension body 200 further includes:
  • the second switching member 500 is connected to the interior of the second air cavity 204 and is configured to switch the second air cavity 204 to a sealed or unsealed state.
  • the first switching member 400 and the second switching member 500 are, for example, solenoid valves.
  • the present application also introduces a whole vehicle vacuum system to provide a vacuum state for the semi-active suspension, so that the suspension body 100 has ultra-high stiffness and more working modes, and can adapt to more vehicle working conditions.
  • the first air cavity 301 also has a vacuum state;
  • One end of the first switching member 400 away from the first air cavity 301 is connected to a first vacuum system
  • the first switching element 400 is turned on, and after the first vacuum system switches the first air cavity 301 to a vacuum state, the first switching element 400 is turned off to ensure that the first air cavity 301 is in a vacuum state.
  • the second air cavity 204 also has a vacuum state
  • One end of the second switching member 500 away from the second air cavity 204 is connected to a second vacuum system
  • the second switching element 500 is opened, and after the second vacuum system switches the second air cavity 204 to a vacuum state, the second switching element 500 is closed to ensure that the second air cavity 204 is in a vacuum state.
  • the vacuum system 600 is composed of a vacuum gas storage tank 602 and an electronic vacuum pump 601; the vacuum state of the air cavity is opened and in the following manner: when the vacuum system 600 starts and the command is issued, the vacuum electronic pump 601 and the vacuum gas storage tank 602 are ready, and after the corresponding switching element is opened, the corresponding air cavity is connected to the vacuum system 600, and the vacuum electronic pump 601 and the vacuum gas storage tank 602 in the working state extract the air in the air cavity to reach the vacuum state; after maintaining for 3 seconds, the corresponding switching element is closed to keep the air cavity in the vacuum state, and the vacuum system 600 returns to the ready state, and at the same time, the load of the vacuum system 600 can also be reduced; the vacuum state of the air cavity is closed in the following manner: the vacuum system 600 receives the closing command, and the vacuum electronic pump 601 and the vacuum gas storage tank 602 are switched from the working state to the non-working state.
  • the suspension body 200 also includes: a connecting bolt 205 , a metal spindle 206 , a rubber main spring 207 , a decoupling membrane 208 and a flow channel plate 209 .
  • the connecting bolt 205 is used to connect with the engine and transmit the vibration of the engine to the semi-active range extender suspension;
  • the metal spindle 206 is connected to the side of the connecting bolt 205 away from the engine, and a rubber main spring 207 is provided on its outside along its circumference;
  • a second liquid chamber 202 is formed inside the rubber main spring 207, and a second shell 201 is provided on its outside;
  • a decoupling membrane 208 and a flow channel plate 209 are connected in sequence below the second liquid chamber 202;
  • a second air cavity 204 is formed between the decoupling membrane 208 and the flow channel plate 209, and the second liquid chamber 202 is formed by cooperating with the rubber bottom membrane below the flow channel plate 209;
  • the first shell 300 is connected to the outside of the second shell 201, the bottom of the first shell 300 and the above-mentioned rubber bottom membrane form the first air cavity 301.
  • the first air cavity 301 and the second air cavity 204 both have three states, namely, a vacuum state, a sealed state, and an unsealed state;
  • the decoupling film 208 moves toward the direction close to the flow channel plate 209. Since the actual thickness of the second air cavity 204 is very small, the decoupling film 208 moves downward until it fits with the flow channel plate 209. However, since the edge of the decoupling film 208 is solid, the decoupling film 208 moves downward to the direction close to the flow channel plate 209. Therefore, the middle part of the decoupling membrane 208 is in contact with the flow channel plate 209, and the edge of the decoupling membrane 208 is not completely in contact with the flow channel plate 209, so a certain amount of movement can still be provided.
  • the suspension performance is characterized by ultra-high dynamic stiffness
  • the second switching member 500 is in the closed state, and a fixed volume of air is enclosed in the second air cavity 204.
  • the decoupling membrane 208 moves toward the flow channel plate 209.
  • the decoupling membrane 208 also compresses the air in the second air cavity 204 and does not directly fit the flow channel plate 209. Therefore, it can be equivalent to partially increasing the stiffness of the decoupling membrane 208.
  • the suspension performance is characterized by higher dynamic stiffness;
  • Unsealed state air connected state: At this time, the second switching member 500 is in a normally open state, that is, the second switching member 500 is continuously in an open state; the air in the second air cavity 204 is connected to the outside world, and when pressurized, the decoupling membrane 208 is equivalent to its own stiffness, and the suspension performance is manifested as a smaller dynamic stiffness.
  • the first air cavity 301 formed by it is similar to a rubber covered bowl. As shown in FIG1 , the first air cavity 301 has a larger area and therefore a larger range of motion.
  • the switching principle of the three states is similar to that of the second air cavity 204. It can be understood that: since the first air cavity 301 is formed of rubber material, the air inside the first air cavity 301 is evacuated in a vacuum state. At this time, the bottom of the first shell 300 constituting the first air cavity 301 and the rubber bottom membrane will move closer (at the extreme moment, the bottom of the first shell 300 and the rubber bottom membrane will shrink).
  • the first air cavity 301 shows the maximum reduction in activity (which can be understood as elasticity), and accordingly, its stiffness reaches the maximum at this time; in the sealed state, the first air cavity 301 has a closed fixed volume of air inside, and when under pressure, the activity of the first air cavity 301 is the activity provided by the fixed volume, which shows as ultra-high dynamic stiffness; in the unsealed state, the air in the first air cavity 301 is connected to the outside world, and due to the influence of the material, it can accommodate air exceeding the fixed volume inside, so it will have a larger activity when under pressure, which shows as smaller dynamic stiffness.
  • the air spring type semi-active range extender suspension test data by switching the state of the first switching member 400 and the second switching member 500, and coordinating the vacuum state of the air cavity
  • the opening and closing of the semi-active range extender suspension can realize the following nine working modes.
  • the dynamic stiffness of the suspension body 100 can reach up to 900N/mm.
  • the ultra-high dynamic stiffness is also accompanied by ultra-high damping (damping angle). As shown in Table 1, the damping angle reaches 87deg, i.e. 87°;
  • the dynamic stiffness of the suspension body 100 can be as low as 290 N/mm.
  • the ultra-low dynamic stiffness is also accompanied by ultra-low damping (damping angle). As shown in Table 1, the damping angle reaches 23°.
  • the performance of the suspension body 100 when the first air cavity 301 and the second air cavity 204 are both in a vacuum state is shown in FIG4 and FIG5 , which can represent the highest dynamic stiffness that the suspension body 100 can achieve, that is, its dynamic stiffness and stable dynamic stiffness are both the maximum values under the same dimension. At the same time, in actual experiments, the stable dynamic stiffness is more instructive.
  • the performance of the suspension body 100 when the first air cavity 301 and the second air cavity 204 are both in an unsealed state is shown in FIG6 and FIG7 , which can represent the lowest dynamic stiffness that the suspension body 100 can achieve, that is, its dynamic stiffness and stable dynamic stiffness are both the minimum values under the same dimension.
  • Figures 4 and 6 are curves showing how the dynamic stiffness of the suspension body 100 changes with frequency, where the horizontal axis is frequency, the unit is Hz, and the vertical axis is dynamic stiffness, the unit is N/mm;
  • Figures 5 and 7 are curves showing how the damping angle of the suspension body 100 changes with frequency, where the horizontal axis is frequency, the unit is Hz, and the vertical axis is damping angle, the unit is deg.
  • the dynamic stiffness of the suspension body 100 does not continue to increase with the increase of the frequency, but tends to be stable after reaching a certain value; see FIGS. 4 and 6 , the stable dynamic stiffness of the suspension body 100 when both the first air cavity 301 and the second air cavity 204 are in a vacuum state is maintained at 550 N/mm, and the stable dynamic stiffness when both the first air cavity 301 and the second air cavity 204 are in an unsealed state is maintained at 290 N/mm.
  • the dynamic stiffness of the suspension body 100 can reach a maximum of 770 N/mm, the stable dynamic stiffness can reach 500 N/mm, and the damping angle reaches 78°;
  • the dynamic stiffness of the suspension body 100 can reach a maximum of 590 N/mm, the stable dynamic stiffness is 430 N/mm, and the damping angle reaches 62°; the other states can be seen in Table 1, so they are not listed one by one.
  • the vibration of the engine can be roughly understood as vibration displacement. Furthermore, when the vibration displacement is relatively large (passing over speed bumps, poor road conditions cause the engine to swing violently and repeatedly), the suspension needs to have a larger stiffness to ensure that the displacement generated by the generator is not transmitted to the body. However, when the vibration displacement of the engine is small (such as a smooth road surface), a smaller stiffness is required. Therefore, it can be seen that the performance of the suspension is related to the vibration displacement of the engine, and the vibration displacement of the engine is closely related to the vehicle operating conditions. It can be further seen that the vehicle operating conditions are also related to the suspension performance. Therefore, expanding the stiffness of the suspension so that it has a variety of adjustable working states can match the various operating conditions of the vehicle to the greatest extent.
  • the present application introduces a vacuum system 600 and seals the lower rubber cover bowl of the semi-active range extender suspension at the same time, so that the first switching member 400 and the second switching member 500 can respectively control the first air cavity 301 and the second air cavity 204 to switch between three states.
  • the semi-active range extender suspension therefore has multiple working modes, which can not only provide ultra-high dynamic stiffness and ultra-low dynamic stiffness, and improve the vibration isolation effect of the semi-active range extender suspension, but also better adapt to various working conditions during the operation of the vehicle, greatly meeting the vibration isolation requirements of the range extender.
  • the present application provides a control method for an air spring type semi-active range extender suspension, comprising the following steps:
  • S100 Acquire a vehicle operating condition signal parameter sequence, where the vehicle operating condition signal parameter sequence includes: road condition and real-time vehicle speed;
  • the vehicle control unit obtains the vehicle operating condition signal parameters.
  • the vehicle operating condition signal parameter sequence can include more in addition to the above types, such as idling power generation, fuel replenishment, real-time acceleration, and severe power loss + high power output.
  • the parameters in the vehicle operating condition signal parameter sequence can be adjusted according to actual conditions.
  • the larger parameters that affect the actual operating conditions of the vehicle.
  • S200 Acquire a power generation operating condition signal of a vehicle range extender.
  • the engine speed signal is obtained by an electronic control unit (ECU).
  • ECU electronice control unit
  • S300 Determine the vehicle operating condition according to the vehicle operating condition signal parameter sequence and the vehicle range extender power generation condition signal.
  • S400 Switching whether the first air cavity is in a sealed state according to the vehicle operating condition; at the same time, switching whether the second air cavity is in a sealed state.
  • the micro control unit can be used to generate instruction information through logical judgment to control the opening and closing of the first switching element and the second switching element, that is, to complete the switching of whether the first air cavity is in a sealed state; at the same time, the operation of switching whether the second air cavity is in a sealed state is completed;
  • step S400 switching whether the first air cavity is in a sealed state according to the vehicle operating condition; and switching whether the second air cavity is in a sealed state
  • the method further includes:
  • the first air cavity is switched to be in a vacuum state; at the same time, the second air cavity is switched to be in a vacuum state.
  • Step 300 Determine the vehicle operating condition according to the vehicle operating condition signal parameter sequence and the vehicle range extender power generation condition signal, and further includes:
  • the vehicle operating condition database is called to determine the vehicle operating condition.
  • the structure of the vehicle operating condition database is shown in Table 2, including: multiple sets of vehicle operating condition signal parameter sequences and vehicle range extender power generation conditions, and vehicle operating conditions corresponding to the two.
  • a mode in which both the first air cavity 301 and the second air cavity 204 are in a vacuum state is selected, and in addition, a mode in which the first air cavity 301 is in a vacuum state and the second air cavity 204 is in a sealed state can also be selected;
  • the range extender When the vehicle is in the second working condition, the range extender is in the third-level power generation condition.
  • the engine is in a state of continuous high torque output to replenish the battery of the vehicle to prevent the vehicle from running out of power and being unable to drive normally.
  • the engine's own vibration will also produce a large vibration displacement with the output of continuous high torque, and the performance requirement for the suspension will be medium-high stiffness (based on the suspension stiffness required for the first working condition).
  • the mode in which the first air cavity 301 is in a vacuum state and the second air cavity 204 is in an unsealed state is selected.
  • the mode in which the first air cavity 301 is in a sealed state and the second air cavity 204 is in a vacuum state can also be selected.
  • the real-time vehicle speed is between 30km/h and 80km/h, which is medium-speed driving and the range extender is in medium-low power generation working condition.
  • the vehicle working condition tends to be a stable driving state; accordingly, the vibration displacement of the engine will also decrease, and the performance requirement for the suspension will be medium-low stiffness (based on the suspension stiffness required for the first working condition); in order to meet the performance requirements of the suspension required for the above situation, see Table 1, corresponding to the air spring type semi-active range extender suspension provided in this application, the first air cavity 301 can be selected to be in a sealed state, the second air cavity 204 can be selected to be in a sealed state, and the second air cavity 204 can be selected to be in a sealed state. Mode in unsealed state (serial number 6);
  • the real-time vehicle speed is between 80km/h and 120km/h, which is high-speed driving, and the range extender is in zero-level power generation condition (it can also be understood that the vehicle is in pure electric driving or the range extender is not working).
  • the vehicle operating condition is a stable driving state; accordingly, the vibration displacement of the engine is very small, and the performance requirement for the suspension will be low stiffness (based on the suspension stiffness required for the first operating condition); to meet the performance requirements of the suspension required for the above situation, refer to Table 1, corresponding to the air spring type semi-active range extender suspension provided in the present application, optionally, the first air cavity 301 and the second air cavity 204 are both in an unsealed state (serial number 9) mode; in addition, the first air cavity 301 is in an unsealed state, the second air cavity 204 is in a vacuum state (serial number 7) mode or the first air cavity 301 is in an unsealed state, the second air cavity 204 is in a sealed state (serial number 8) mode can also be selected.
  • the above vehicle operating conditions are not fixed conditions, and more operating conditions can be divided according to actual conditions.
  • the performance selection also needs to be flexibly adjusted according to actual conditions, and is not a fixed selection.
  • VCU obtains the vehicle working condition at this time as extreme working conditions such as poor road surface (bumpy road surface, speed bumps and bumps) and continuous uphill.
  • the MCU will send a command signal for the above working conditions, so that the first switching element and the second switching element are opened, and the first vacuum system and the second vacuum system are prepared, the electronic vacuum pumps of the two systems are turned on, and the vacuum gas tank is also in an open state.
  • the corresponding electronic vacuum pumps evacuate the first air cavity and the second air cavity.
  • the first switching element and the second switching element are closed to keep the first air cavity and the second air cavity in a vacuum state.
  • the semi-active range extender suspension exhibits ultra-high stiffness, ultra-high damping, and the best vibration isolation effect, which reduces the driver's bumpy feeling caused by extreme working conditions such as poor road surface and continuous uphill, and improves driving comfort.
  • ECU obtains that the range extender is in the third-level power generation condition at this time, and can also be the range extender start/stop, tip in/out (accelerator/accelerator) and other engine connection conditions. Continued large torque output and other working conditions.
  • the MCU will also issue instruction information for the above working conditions.
  • the first switching element is turned on, the first vacuum system is ready, the second switching element is turned on but the second vacuum system is in a closed state; the electronic vacuum pump in the first vacuum system is turned on, the vacuum gas storage tank is also in an open state, and the electronic vacuum pump performs a vacuum operation on the first air cavity.
  • the first switching element is turned off to keep the first air cavity in a vacuum state, while the second air cavity is in an unsealed state.
  • the semi-active range extender suspension exhibits medium-high stiffness and medium-high damping;
  • the third working condition VCU obtains the vehicle working condition status at this time, and the real-time vehicle speed is 30
  • the vehicle is traveling at a medium speed of km/h-80km/h; the ECU obtains that the range extender's power generation operating state is a medium-low power generation operating state.
  • the MCU will also issue command information for the above working conditions.
  • the first switching element is closed, the second switching element is opened, and the first vacuum system and the second vacuum system are both in a closed state, so that the first air cavity is in a sealed state, and the second air cavity is in an unsealed state.
  • the semi-active range extender suspension exhibits medium-low stiffness and medium-low damping;
  • VCU obtains the vehicle operating condition status at this time, and the real-time vehicle speed is at a high-speed driving of 30km/h-80km/h;
  • ECU obtains the range extender power generation operating condition status at this time as zero-level power generation.
  • the MCU will also issue command information for the above working conditions.
  • the first switching element is turned on, the second switching element is turned on, and the first vacuum system and the second vacuum system are both in a closed state, so that the first air cavity and the second air cavity are both in an unsealed state; at this time, the semi-active range extender suspension exhibits ultra-low dynamic stiffness and ultra-low damping;
  • the performance of the semi-active range extender suspension will switch accordingly for different working conditions.
  • MCU system matching it can provide more detailed dynamic stiffness of the response system according to different working conditions or scenarios, thereby achieving the optimal semi-active range extender suspension vibration isolation and limiting performance.
  • a vehicle is provided with an air spring type semi-active range extender suspension as described in Example 1.
  • an air spring type semi-active range extender suspension with multiple working states, the NVH performance of the whole vehicle is effectively improved and the comfort of the driver is enhanced.

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Abstract

一种空气弹簧式半主动增程器悬置、控制方法以及车辆，其中，半主动增程器悬置包括：悬置本体（100），悬置本体（100）包括：悬置主体（200）和位于其下方的第一壳体（300）；所述悬置主体（200）的顶部用于与发动机连接，且其还包括第二壳体（201），第二壳体（201）内部设有第二空气腔（204）；所述第一壳体（300）内壁和悬置主体（200）的底部形成有第一空气腔（301）；第一空气腔（301）与第二空气腔（204）均设有与其连通的切换件，通过切换件使得空气腔至少具有密封或者未密封两种状态；半主动增程器悬置还引入真空系统，真空系统与切换件远离相应空气腔的一端相连，此设计为第一空气腔（301）和第二空气腔（204）增设第三种状态，即为真空状态，能够提供超高动刚度与超低动刚度，提高半主动增程器悬置的隔振效果，能够更好的适应整车在运行过程中多种工况，满足增程器隔振需求。

Description

一种空气弹簧式半主动增程器悬置、控制方法以及车辆
本申请要求在2023年01月18日提交中国专利局、申请号为202310075823.X的中国专利申请的优先权，该申请的全部内容通过引用结合在本申请中。
技术领域
本公开一般涉及半主动悬置技术领域，例如，涉及一种空气弹簧式半主动增程器悬置。
背景技术
人们对汽车性能各方面的性能的要求越来越高，现代汽车趋向于轻量化、低成本、节能、环保和舒适性方向发展。发动机作为一个主要的振源，其振动的传递途径是由动力总成经悬置传递到车架或车身上，因此最大限度的减少发动机的振动和噪声向车身的传递时汽车减振和降噪的关键。动力总成悬置作为振动传递途径中的一个重要元件，对汽车的隔振降噪来说是不可忽视的一个环节，其隔振性能直接影响着汽车的振动和噪声状况，对汽车舒适性和汽车部件的正常工作及寿命有着重要的影响。
半主动悬置类型主要包含变流道式、磁流变液式和空气弹簧式三种。变流道式半主动悬置结构复杂、制造成本高；磁流变液式半主动悬置刚度阻尼可变范围低；而空气弹簧式半主动悬置则具有刚度阻尼可调范围大、响应速度快、结构简单、制造成本低等优势，但同时空气弹簧式半主动悬置还是存在工作模式有限，性能变化范围小的缺点，例如中国专利文献公开了一种带电磁阀的半主动悬置装置[授权公告号：CN 101670776 B]特征是它由液压悬置和电磁阀组成，通过控制电磁阀的关闭切换密封气腔的状态，以达到悬置的动刚度和阻尼可调的目的。通过引入电磁阀可有效地调节悬置动刚度和阻尼但是此时悬置也仅存在两种工作模式，而性能变化也只能伴随两种模式切换，为此，我们提供一种空气弹簧式半主动增程器悬置能够有效解决上述问题。
发明内容
鉴于现有技术中的上述缺陷或不足，期望提供一种性能范围大、结构简单的空气弹簧式半主动增程器悬置。
本申请提供一种空气弹簧式半主动增程器悬置，包括：
悬置本体，所述悬置本体包括：
悬置主体，所述悬置主体的顶部用于与发动机连接；
第一壳体，所述第一壳体位于所述悬置主体的下方；所述第一壳体内壁和悬置主体的底部之间形成密封的第一空气腔；所述第一空气腔至少具有密封或者未密封两种状态。
根据本申请实施例提供的技术方案，第一切换件，所述第一切换件与所述第一空气腔内部连通，所述第一切换件配置用于切换第一空气腔处于密封或者未密封的状态。
根据本申请实施例提供的技术方案，所述悬置主体包括：
第二壳体，所述第二壳体内具有沿所述悬置本体轴线自上而下排布的第一液室和第二液室；所述第一液室和第二液室通过惯性通道连通；所述第一液室和第二液室之间形成密封的第二空气腔；所述第二空气腔至少具有密封或者未密封两种状态。
根据本申请实施例提供的技术方案，所述悬置主体还包括：
第二切换件，所述第二切换件与所述第二空气腔内部连通，所述第二切换件配置用于切换第二空气腔处于密封或者未密封的状态。
根据本申请实施例提供的技术方案，所述第一空气腔还具有真空状态；
所述第一切换件上远离所述第一空气腔的一端连接有第一真空系统；
当所述第一切换件打开，所述第一真空系统将所述第一空气腔切换为真空状态。
根据本申请实施例提供的技术方案，所述第二空气腔还具有真空状态；
所述第二切换件上远离所述第二空气腔的一端连接有第二真系 统；
当所述第二切换件打开，所述第二真空系统将所述第二空气腔切换为真空状态。
本申请提供一种空气弹簧式半主动增程器悬置的控制方法，所述控制方法包括如下步骤：
获取车辆工况信号参数序列，所述车辆工况信号参数序列包括：路面状况和实时车速；
获取车辆增程器发电工况信号；
根据车辆工况信号参数序列和车辆增程器发电工况信号，确定车辆运行工况；
根据车辆运行工况，切换第一空气腔是否处于密封状态；同时，切换第二空气腔的是否处于密封状态。
根据本申请实施例提供的技术方案，基于权利要求5或者6所述的空气弹簧式半主动增程器悬置，所述控制方法包括：
所述根据车辆运行工况，切换第一空气腔是否处于密封状态；同时，切换第二空气腔的是否处于密封状态之后，还包括：
根据车辆运行工况，切换第一空气腔是否处于真空状态；同时，切换第二空气腔的是否处于真空状态。
根据本申请实施例提供的技术方案，所述根据车辆工况信号参数序列和车辆增程器发电工况信号，确定车辆运行工况的步骤，包括：
调用车辆运行工况数据库，确定车辆运行工况；所述车辆运行工况数据库包括：多组车辆工况信号参数序列与车辆增程器发电工况，和与两者对应的车辆运行工况。
本申请提供一种车辆，应用有上述空气弹簧式半主动增程器悬置。
综上所述，本技术方案公开了一种空气弹簧式半主动增程器悬置、控制方法以及车辆，其中，悬置本体包括：悬置主体和位于悬置主体下方的第一壳体，所述悬置主体的顶部用于与发动机连接，所述第一壳体内壁和悬置主体的底部之间形成密封的第一空气腔；其中，由于第一切换件与第一空气腔连通设置，使其至少具有密封或者未密封两种状态；而悬置主体包括第二壳体，且第二壳体内还设有第二空气腔； 相同地，第二切换件使第二空气腔至少具有密封或者未密封两种状态。本申请通过密封半主动增程器悬置下部橡胶盖碗(由第一壳体形成)，有效的扩展空气弹簧式悬置的性能变化范围，使得悬置本体具有两个可由切换件分别控制状态的空气腔，半主动增程器悬置也因此具有多种工作模式，不仅能够提供超高动刚度与超低动刚度，提高半主动增程器悬置的隔振效果，更能够更好的适应整车在运行过程中多种工况，极大的满足增程器隔振需求。
附图说明
图1为一种空气弹簧式半主动增程器悬置的结构示意图。
图2为一种空气弹簧式半主动增程器悬置中的真空系统结构示意图。
图3为一种空气弹簧式半主动增程器悬置的整体结构示意图。
图4为一种空气弹簧式半主动增程器悬置的动刚度随频率变化的第一种测试图。
图5为一种空气弹簧式半主动增程器悬置的阻尼角随频率变化的第一种测试图。
图6为一种空气弹簧式半主动增程器悬置的动刚度随频率变化的第二种测试图。
图7为一种空气弹簧式半主动增程器悬置的阻尼角随频率变化的第二种测试图。
图8为一种空气弹簧式半主动增程器悬置的控制示意图。
图9为一种空气弹簧式半主动增程器悬置控制方法的流程示意图。
图中标号：100、悬置本体；200、悬置主体；201、第二壳体；202、第二液室；203、惯性通道；204、第二空气腔；205、连接螺栓；206、金属心轴；207、橡胶主簧；208、解耦膜；209、流道板；300、第一壳体；301、第一空气腔；400、第一切换件；500、第二切换件。
具体实施方式
下面结合附图和实施例对本申请作进一步的详细说明。
实施例1
请参考图1所示的本申请提供的一种空气弹簧式半主动增程器悬置的第一种实施例的结构示意图，包括：
悬置本体100，悬置本体100包括：
悬置主体200，悬置主体200的顶部用于与发动机连接；
第一壳体300，第一壳体300位于悬置主体200的下方；第一壳体300内壁和悬置主体200的底部之间形成密封的第一空气腔301；第一空气腔301至少具有密封或者未密封两种状态。
由于半主动悬置可通过控制液压半主动悬置的惯性通道参数、解耦膜刚度以及液体粘度等参数实现动特性的改变，所以适应汽车不同工况的动特性要求，进而在较宽频率范围内明显改善乘坐舒适性及降低车内噪声和振动，但是整车在驾驶过程中会出现多种复杂工况，所以需要半主动悬置的工作模式能够与整车不同工况进行合理匹配。
针对上述内容在本实施例中，悬置本体100包括：悬置主体200和位于其下方的第一壳体300。
悬置主体200的顶部用于与发动机连接，如图1所示，悬置主体200顶部的连接螺栓205用于与发动机连接，且其也是将发动机振动传递到半主动增程器悬置的主要部件。
第一壳体300内壁和悬置主体200的底部之间形成密封的第一空气腔301，同时第一空气腔301至少具有密封或者未密封两种状态。通过切换第一空气腔301的状态，能够有效的扩展空气弹簧式悬置的最高刚度和最低刚度，进而匹配整车不同工况。
如图1所示，还包括；
第一切换件400，第一切换件400与第一空气腔301内部连通，第一切换件400配置用于切换第一空气腔301处于密封或者未密封的状态；
第二壳体201，第二壳体201内具有沿悬置本体100轴线自上而下排布的第一液室201和第二液室202；
其中，第一液室201和第二液室202通过惯性通道203连通，第 一液室201和第二液室202之间形成密封的第二空气腔204，第二空气腔204至少具有密封或者未密封两种状态，通过切换第二空气腔204与第一空气腔301的状态，能够有效改变半主动增程器悬置的状态，使其能够根据整车工况进行刚度的调整。
惯性通道203为螺旋状流道，且其上分别开设有与第一液室201和第二液室202相连通的开口，使得第一液室201和第二液室202内的液体通过惯性通道203进行流动，从而吸收第一液室201带来的体积差。此处，引起体积差的原因例如为：路面平整度较差，车辆在通过时会产生颠簸。这时发动机的振动通过连接螺栓205传递到金属心轴206，导致半主动增程器悬置上端受压，由于橡胶主簧207围绕金属心轴206设置，且其内部形成有第一液室202，所以橡胶主簧207也会受压，随之压缩第一液室201体积，其内部的液体便会经由惯性通道203流入第二液室202，从而吸收第一液室201的体积差。
如图1所示，悬置主体200还包括：
第二切换件500，第二切换件500与第二空气腔204内部连通，第二切换件500配置用于切换第二空气腔204处于密封或者未密封的状态。在实际的应用过程中，第一切换件400与第二切换件500的类型，例如为电磁阀。
如图2和图3所示，本申请还引入整车真空系统为半主动悬置提供真空状态，使得悬置主体100具有超高刚度以及更多工作模式，能够适应更多车辆工况。第一空气腔301还具有真空状态；
第一切换件400上远离第一空气腔301的一端连接有第一真空系统；
打开第一切换件400，第一真空系统将第一空气腔301切换为真空状态后，关闭第一切换件400，使第一空气腔301保证真空状态。
相应地，第二空气腔204同样具有真空状态；
第二切换件500上远离第二空气腔204的一端连接有第二真空系统；
打开第二切换件500，第二真空系统将第二空气腔204切换为真空状态后，关闭第二切换件500，使第二空气腔204保证真空状态。
如图8所示，在实际的应用过程中，真空系统600由真空储气罐602与电子真空泵601组成；空气腔的真空状态的打开与方式为：当真空系统600启动指令发出时，真空电子泵601和真空储气罐602做好准备，相应切换件打开后，相应空气腔与真空系统600连通并由处于工作状态的真空电子泵601和真空储气罐602将空气腔内空气抽出达到真空状态；维持3秒后将相应切换件关闭，使空气腔保持真空状态，抽真空系统600回到准备状态，同时也能减小真空系统600负荷；空气腔的真空状态的关闭方式为：真空系统600接收关闭指令，真空电子泵601和真空储气罐602由工作状态切换为非工作状态。
下面针对本申请公开的空气弹簧式半主动增程器悬置结构与原理进行如下说明：
(1)空气弹簧式半主动增程器悬置结构
悬置主体200除第二壳体201、第二液室202、惯性通道203和第二空气腔204之外还包括；连接螺栓205、金属心轴206、橡胶主簧207、解耦膜208和流道板209。
其中，如图1所示，所述连接螺栓205用于与发动机进行连接，同时将发动机的振动传递到半主动增程器悬置上；所述金属心轴206与连接螺栓205远离发动机的一侧相连，同时其外部沿其周向设有橡胶主簧207；所述橡胶主簧207内部形成有第二液室202，其外部设有所述第二壳体201；第二液室202下方依次连接有解耦膜208与流道板209；所述解耦膜208与流道板209之间形成第二空气腔204，流道板209下方与橡胶底膜相配合形成第二液室202；最后，将第一壳体300与第二壳体201外部相连接后，第一壳体300底部与上述橡胶底膜便形成第一空气腔301。
(2)空气弹簧式半主动增程器悬置原理
第一空气腔301与第二空气腔204均具有三种状态，分别是真空状态、密封状态和未密封状态；
其中，以第二空气腔204为例，其处于真空状态时，解耦膜208向靠近流道板209的方向运动，由于实际第二空气腔204的厚度很小，解耦膜208向下直至与流道板209贴合，但由于解耦膜208边缘是固 定的，所以解耦膜208的中部是与流道板209贴合，解耦膜208边缘并不会完全贴死，所以仍然可提供一定活动量。此时，解耦膜208中部大部分与流道板209贴合，当悬置本体100上端受压时实际相当于大部分力由流道板209提供支撑，等同于解耦膜208刚度大增，此时悬置性能表现为超高动刚度；
密封状态：此时第二切换件500处于关闭状态，第二空气腔204内封闭固定体积的空气，悬置受压时，解耦膜208向靠近流道板209的方向运动，同时解耦膜208也在压缩第二空气腔204内的空气并非直接与流道板209贴合，所以可等同于解耦膜208刚度部分增大，此时悬置性能表现为较高动刚度；
未密封状态(连通空气状态)：此时第二切换件500处于常开状态，即，第二切换件500持续处于打开状态；第二空气腔204空气与外界连通，受压时，解耦膜208便等同于自身的刚度，此时悬置性能表现为较小动刚度。
由于第一壳体300的材质为橡胶，所以其形成的第一空气腔301类似于橡胶盖碗，如图1所示，第一空气腔301面积较大所以运动范围也会更大，其三种状态的切换原理与第二空气腔204类似，可理解为：由于第一空气腔301由橡胶材质形成，所以在真空状态下，第一空气腔301内部空气被抽走，此时构成第一空气腔301的第一壳体300底部与橡胶底膜会向靠近(极限时刻表现为第一壳体300底部与橡胶底膜紧缩在一起)，同时第一空气腔301表现为活动量(可理解为弹性量)最大程度的减小，相应地，其刚度在此时达到最大；在密封状态下，第一空气腔301内部具有封闭固定体积的空气，受压时，第一空气腔301的活动量为固定体积所提供的活动量，其表现为超高动刚度；在未密封状态下，第一空气腔301空气与外界连通，受材质的影响第其内部可容纳超出固定体积的空气，所以在受压时便会具有较大活动量，表现为较小动刚度。
下面对空气弹簧式半主动增程器悬置的性能进行说明。
如表1空气弹簧式半主动增程器悬置测试数据所示，通过切换第一切换件400与第二切换件500的状态，同时配合空气腔的真空状态 的打开与关闭，可以使半主动增程器悬置实现以下九种工作模式，其中，当第一空气腔301与第二空气腔204均处于真空状态(序号1)时，悬置本体100的动刚度最高可达900N/mm，超高的动刚度也伴随着超高阻尼(阻尼角)，如表1所示，阻尼角达到了87deg，即87°；
当第一空气腔301与第二空气腔204均处于未密封状态(序号9)时，悬置本体100的动刚度最低可达290N/mm，超低的动刚度也伴随着超低阻尼(阻尼角)，如表1所示，阻尼角达到了23°；
表1空气弹簧式半主动增程器悬置性能测试数据
悬置本体100在第一空气腔301与第二空气腔204均处于真空状态时的性能参见图4和图5，可代表悬置本体100能够达到的最高动刚度，即，其动刚度与稳定动刚度均为同一维度下的最大值，同时在实际的试验中，稳定动刚度更具有指导意义；悬置本体100在第一空气腔301与第二空气腔204均处于未密封状态时的性能参见图6和图7，可代表悬置本体100能够达到的最低动刚度，即其动刚度与稳定动刚度均为同一维度下的最小值；
其中，图4和图6为悬置本体100的动刚度随频率变化曲线图，其横坐标为频率，单位为Hz，其纵坐标为动刚度，单位为N/mm；图5和图7为悬置本体100的阻尼角随频率变化曲线图，其横坐标为频率，单位为Hz，其纵坐标为阻尼角，单位为deg。
需要注意的是，在测试过程中，悬置本体100的动刚度不会随之频率的增高持续增大，而是在到达一定数值后趋于稳定；参见图4和 图6，悬置本体100在第一空气腔301与第二空气腔204均处于真空状态时的稳定动刚度维持在550N/mm，在第一空气腔301与第二空气腔204均处于未密封状态时的稳定动刚度维持在290N/mm。
此外，第一空气腔301处于真空状态，第二空气腔204均处于密封状态(序号2)时，悬置本体100的动刚度最高可达770N/mm，稳定动刚度可达500N/mm，阻尼角达到了78°；第一空气腔301处于真空状态，与第二空气腔204处于未密封状态(序号3)时，悬置本体100的动刚度最高可达590N/mm，稳定动刚度为430N/mm，阻尼角达到了62°；其余状态参见表1可知，则不在一一进行列举。
需要注意的是，根据悬置的理论原则，大致可以理解成将发动机的振动理解为振动位移，进一步地，当振动位移比较大的时候(过减速带，路面差的情况导致发动机反复摆动剧烈)，此时需要悬置具有较大刚度保证发电机的产生的位移不会传递至车身，但发动机的振动位移小的时候(比如路面好平稳等)则会需要较小刚度，由此，可知悬置的性能与发动机的振动位移相关联，而发动机的振动位移与车辆工况又息息相关，进而可知，车辆工况与悬置性能上同样具有关联，那么对悬置的刚度进行拓展使得其具有可调节的多种工作状态，便可最大程度地匹配车辆的多种多样的工况。
综上所示，本申请通过引入真空系统600，同时密封半主动增程器悬置下部橡胶盖碗，使得第一切换件400和第二切换件500能够分别控制第一空气腔301和第二空气腔204在三种状态间进行切换，半主动增程器悬置也因此具有多种工作模式，不仅能够提供超高动刚度与超低动刚度，提高半主动增程器悬置的隔振效果，更能够更好的适应整车在运行过程中多种工况，极大的满足增程器隔振需求。
实施例2
如图8和图9所示，本申请提供一种空气弹簧式半主动增程器悬置的控制方法，包括如下步骤：
S100：获取车辆工况信号参数序列，车辆工况信号参数序列包括：路面状况和实时车速；
由整车控制器(Vehicle Control Unit，VCU)获取车辆工况信号参 数序列，需要注意的是，由于车辆在运行过程中工况多种多样，且其关联因素十分庞大且复杂，所以车辆工况信号参数序列除上述类型之外还可包括更多，例如，原地怠速发电、燃油补电、实时加速度和严重亏电+大功率输出等参数；车辆工况信号参数序列中的参数可根据实际情况进行调整；这里只是针对影响车辆实际的运行工况的较大参数进行举例。
S200：获取车辆增程器发电工况信号。
可选地，由电子控制单元(Electronic Control Unit，ECU)获取发动机的转速信号。
S300：根据车辆工况信号参数序列和车辆增程器发电工况信号，确定车辆运行工况。
S400：根据车辆运行工况，切换第一空气腔是否处于密封状态；同时，切换第二空气腔的是否处于密封状态。
结合步骤300和步骤400，在实际操作过程中，通过引入控制器局域网络(Controller Area Network，CAN)，实现各种信号通过CAN总线交互，有效的简化系统设计复杂程度，提高信息可靠性和效率。基于上述车辆工况信号参数序列和车辆增程器发电工况信号，可通过微控制单元(Micro Control Unit，MCU)逻辑判断生成指令信息，控制第一切换件和第二切换件的打开与关闭，即完成切换第一空气腔是否处于密封状态；同时，切换第二空气腔的是否处于密封状态的操作；
此外，在步骤S400：根据车辆运行工况，切换第一空气腔是否处于密封状态；同时，切换第二空气腔的是否处于密封状态之后，还包括：
根据车辆运行工况，切换第一空气腔是否处于真空状态；同时，切换第二空气腔的是否处于真空状态。
步骤300：根据车辆工况信号参数序列和车辆增程器发电工况信号，确定车辆运行工况，还包括：
调用车辆运行工况数据库，确定车辆运行工况，车辆运行工况数据库结构如表2所示，包括：多组车辆工况信号参数序列与车辆增程器发电工况，和与两者对应的车辆运行工况。
表2车辆运行工况数据库结构
在车辆的运行过程中如遇到路面较差的情况，即，车辆处于第一工况时，车辆自然后出现颠簸状态，相应地，发动机在此时会出现较大的振动位移，则对悬置的性能要求便会是具有大的刚度，以防止其振动传递至车身；为满足上述情况所需悬置的性能要求，参见表1，对应本申请所提供的空气弹簧式半主动增程器悬置，可选地，选用第一空气腔301与第二空气腔204均处于真空状态(序号1)的模式，此外，还可选用第一空气腔301处于真空状态、第二空气腔204处于密封状态的模式；
车辆处于第二工况时，增程器处于三级发电工况，发动机此时处于会连续大扭矩输出，为车辆电池进行补电，防止车辆出现亏电无法正常行驶的情况；相应地，此时发动机的自身振动也会随着连续大扭矩的输出产生较大振动位移，则对悬置的性能要求便会是中高刚度(以第一工况所需悬置刚度为基准)；为满足上述情况所需悬置的性能要求，参见表1，对应本申请所提供的空气弹簧式半主动增程器悬置，可选地，选用第一空气腔301处于真空状态、第二空气腔204处于未密封状态(序号3)的模式，此外，还可选用第一空气腔301处于密封状态、第二空气腔204处于真空状态(序号4)的模式或者第一空气腔301与第二空气腔204均处于密封状态(序号5)的模式；
车辆处于第三工况时，实时车速处于30km/h-80km/h，属于中速行驶，增程器中低档发电工况，此时车辆工况趋于稳定行驶状态；相应地，发动机的振动位移也会随之减小，则对悬置的性能要求便会是中低刚度(以第一工况所需悬置刚度为基准)；为满足上述情况所需悬置的性能要求，参见表1，对应本申请所提供的空气弹簧式半主动增程器悬置可选用第一空气腔301处于密封状态、第二空气腔204处 于未密封状态(序号6)的模式；
车辆处于第四工况时，实时车速处于80km/h-120km/h，属于高速行驶，增程器零级发电工况(还可理解为车辆处于纯电行驶或者增程器未工作)，此时车辆工况为稳定行驶状态；相应地，发动机的振动位移很小，则对悬置的性能要求便会是低刚度(以第一工况所需悬置刚度为基准)；为满足上述情况所需悬置的性能要求，参见表1，对应本申请所提供的空气弹簧式半主动增程器悬置，可选地，选用第一空气腔301与第二空气腔204均处于未状态(序号9)的模式；此外，还可选用第一空气腔301处于未密封状态、第二空气腔204处于真空状态(序号7)的模式或者第一空气腔301处于未密封状态、第二空气腔204处于密封状态(序号8)的模式。
基于上述车辆工况与空气弹簧式半主动增程器悬置模式选取的内容，需要注意的是，由于车辆工况复杂且有可能是多种工况参数的叠加，所以上述车辆工况并非固定工况，可根据实际情况进行更多工况的划分，而性能的选取也需要根据实际情况进行灵活调整，并非固定选取。
下面结合车辆运行工况和各工况下空气弹簧式半主动增程器悬置选取可选模式为例进行补充说明。
第一工况：VCU获取此时车辆工况状态为路面差(颠簸路面、过减速带和过坎冲击)和连续上坡等极限工况。
这时，MCU会针对上述工况发出指令信号，使得第一切换件与第二切换件打开，同时第一真空系统与第二真空系统准备，两系统电子真空泵打开，真空储气罐也处于打开状态，相应的电子真空泵对第一空气腔与第二空气腔进行抽真空操作，等待一定时长后，关闭第一切换件与第二切换件，使第一空气腔与第二空气腔均保持真空状态，此时半主动增程器悬置表现为超高刚度，超高阻尼，隔振效果最佳，减少驾驶人员由于路面差和连续上坡等极限工况带来的颠簸感，提高驾驶舒适性。
第二工况：ECU获取此时增程器处于三级发电工况外，还可以是增程器启动/停机、tip in/out(急踩油门/缓踩油门)以及其他发动机连 续大扭矩输出等工况。
MCU会针对上述工况同样发出指令信息，此时第一切换件打开，第一真空系统准备，第二切换件打开但第二真空系统处于关闭状态；第一真空系统中的电子真空泵打开，真空储气罐也处于打开状态，电子真空泵对第一空气腔进行抽真空操作，等待一定时长后，关闭第一切换件，使第一空气腔保持真空状态，而第二空气腔处于未密封状态，此时，半主动增程器悬置表现为中高刚度，中高阻尼；
第三工况：VCU获取此时车辆工况状态为实时车速处于30
km/h-80km/h的中速行驶；ECU获取此时增程器发电工况状态为中低档发电工况。
MCU会针对上述工况同样发出指令信息，此时第一切换件关闭，第二切换件打开，第一真空系统与第二真空系统均处于关闭状态，使第一空气腔处于密封状态，而第二空气腔处于未密封状态，此时，半主动增程器悬置表现为中低刚度，中低阻尼；
第四工况：VCU获取此时车辆工况状态实时车速处于30km/h-80km/h的高速行驶；ECU获取此时增程器发电工况状态为零级发电。
MCU会针对上述工况同样发出指令信息，此时第一切换件打开，第二切换件打开，第一真空系统与第二真空系统均处于关闭状态，使第一空气腔和第二空气腔均处于未密封状态；此时，半主动增程器悬置表现为超低动刚度，超低阻尼；
综上所述，针对不同的工况，半主动增程器悬置性能会随之切换，通过MCU系统匹配，能够根据不同的工况或者场景，提供更加细致的应对系统的动刚度，从而实现最优的半主动增程器悬置隔振、限位性能。
实施例3
一种车辆，应用有实施例1所述的一种空气弹簧式半主动增程器悬置，通过设置具有多工作状态的空气弹簧式半主动增程器悬置，有效提高整车NVH性能，提升驾驶人员的舒适感。
以上描述仅为本申请的较佳实施例以及对所运用技术原理的说明。本领域技术人员应当理解，本申请中所涉及的发明范围，并不限 于上述技术特征的特定组合而成的技术方案，同时也应涵盖在不脱离所述发明构思的情况下，由上述技术特征或其等同特征进行任意组合而形成的其它技术方案。例如上述特征与本申请中公开的(但不限于)具有类似功能的技术特征进行互相替换而形成的技术方案。

Claims (10)

  1. 一种空气弹簧式半主动增程器悬置，包括：
    悬置本体(100)，所述悬置本体(100)包括：
    悬置主体(200)，所述悬置主体(200)的顶部用于与发动机连接；
    第一壳体(300)，所述第一壳体(300)位于所述悬置主体(200)的下方；所述第一壳体(300)内壁和悬置主体(200)的底部之间形成密封的第一空气腔(301)；所述第一空气腔(301)至少具有密封或者未密封两种状态。
  2. 根据权利要求1所述的一种空气弹簧式半主动增程器悬置，其中，还包括：
    第一切换件(400)，所述第一切换件(400)与所述第一空气腔(301)内部连通，所述第一切换件(400)配置用于切换第一空气腔(301)处于密封或者未密封的状态。
  3. 根据权利要求2所述的一种空气弹簧式半主动增程器悬置，其中，所述悬置主体包括：
    第二壳体(201)，所述第二壳体(201)内具有沿所述悬置本体(100)轴线自上而下排布的第一液室(201)和第二液室(202)；所述第一液室(201)和第二液室(202)通过惯性通道(203)连通；所述第一液室(201)和第二液室(202)之间形成密封的第二空气腔(204)；所述第二空气腔(204)至少具有密封或者未密封两种状态。
  4. 根据权利要求3所述的一种空气弹簧式半主动增程器悬置，其中，所述悬置主体(200)还包括：
    第二切换件(500)，所述第二切换件(500)与所述第二空气腔(204)内部连通，所述第二切换件(500)配置用于切换第二空气腔(204)处于密封或者未密封的状态。
  5. 根据权利要求1-4所述的一种空气弹簧式半主动增程器悬置，其中，所述第一空气腔(301)还具有真空状态；
    所述第一切换件(400)上远离所述第一空气腔(301)的一端连 接有第一真空系统；
    当所述第一切换件(400)打开，所述第一真空系统将所述第一空气腔切换为真空状态。
  6. 根据权利要求5所述的一种空气弹簧式半主动增程器悬置，其中，所述第二空气腔(204)还具有真空状态；
    所述第二切换件(500)上远离所述第二空气腔(204)的一端连接有第二真空系统；
    当所述第二切换件(500)打开，所述第二真空系统将所述第二空气腔(204)切换为真空状态。
  7. 一种空气弹簧式半主动增程器悬置的控制方法，
    应用于权利要求1-4任一项所述的空气弹簧式半主动增程器悬置，所述控制方法包括如下步骤：
    获取车辆工况信号参数序列，所述车辆工况信号参数序列包括：路面状况和实时车速；
    获取车辆增程器发电工况；
    根据车辆工况信号参数序列和车辆增程器发电工况信号，确定车辆运行工况；
    根据车辆运行工况，切换第一空气腔是否处于密封状态；同时，切换第二空气腔的是否处于密封状态。
  8. 根据权利要求7所述的一种空气弹簧式半主动增程器悬置的控制方法，其中，
    应用于权利要求5或6所述的空气弹簧式半主动增程器悬置，所述控制方法包括：
    所述根据车辆运行工况，切换第一空气腔是否处于密封状态；同时，切换第二空气腔的是否处于密封状态之后，还包括：
    根据车辆运行工况，切换第一空气腔是否处于真空状态；同时，切换第二空气腔的是否处于真空状态。
  9. 根据权利要求7或8所述的一种空气弹簧式半主动增程器悬置的控制方法，其中，所述根据车辆工况信号参数序列和车辆增程器发电工况信号，确定车辆运行工况，包括：
    调用车辆运行工况数据库，确定车辆运行工况；所述车辆运行工况数据库包括：多组车辆工况信号参数序列与车辆增程器发电工况，和与两者对应的车辆运行工况。
  10. 一种车辆，应用有权利要求1-6所述空气弹簧式半主动增程器悬置。
PCT/CN2023/138426 2023-01-18 2023-12-13 一种空气弹簧式半主动增程器悬置、控制方法以及车辆 WO2024152805A1 (zh)

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