CN113386512B - Three-mass four-parameter adjustable two-stage vibration reduction passive suspension and working method thereof - Google Patents
Three-mass four-parameter adjustable two-stage vibration reduction passive suspension and working method thereof Download PDFInfo
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- CN113386512B CN113386512B CN202110650809.9A CN202110650809A CN113386512B CN 113386512 B CN113386512 B CN 113386512B CN 202110650809 A CN202110650809 A CN 202110650809A CN 113386512 B CN113386512 B CN 113386512B
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/06—Characteristics of dampers, e.g. mechanical dampers
- B60G17/08—Characteristics of fluid dampers
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Abstract
The invention discloses a three-mass four-parameter adjustable two-stage vibration reduction passive suspension and a working method thereof, wherein the suspension comprises a traditional vibration reduction structure consisting of a first oil cylinder, a first piston rod, a first adjustable throttle valve, a second energy accumulator, a first electromagnetic valve and a first energy accumulator, and further comprises an anti-resonance vibration reduction structure consisting of a second oil cylinder, a second piston rod, a first inertial coil pipe, a second adjustable throttle valve, a second inertial coil pipe, a second electromagnetic valve, a third energy accumulator, a third electromagnetic valve and a fourth energy accumulator, wherein the third mass of the suspension is fixedly connected on the cylinder bodies of the first oil cylinder and the second oil cylinder; the third mass vibration of the suspension absorbs a part of sprung mass vibration energy input, so that the sprung mass vibration acceleration is greatly reduced, the working states of the adjustable throttle valve and each electromagnetic valve can be conveniently adjusted according to the load state of the automobile, and better comprehensive performance index improvement effect of the suspension can be achieved under different automobile load states.
Description
Technical Field
The invention belongs to the field of suspensions of automobiles, and particularly relates to a secondary vibration reduction suspension structure and a working method thereof, which can effectively reduce vibration of automobiles.
Background
The suspension is an important structural component of the automobile, and has important influence on the running smoothness and the steering stability of the automobile. Suspensions can be classified according to actuator capacity into three types, passive, active and semi-active. In addition to actuators, active and semi-active suspensions must also include sensors, controllers to form feedback control systems, and thus the complexity and cost of manufacture of the systems is high. Currently, passive suspensions mainly adopt different designs such as elastic elements, damping elements, inertial capacity elements and the like, so as to obtain better suspension comprehensive performance than suspensions adopting traditional vibration reduction structures consisting of the elastic elements and the damping elements. Passive suspensions using inertial elements generally employ two or more stages of damping structures. At present, a relatively common two-stage vibration reduction structure (for example, literature: two-stage serial type ISD suspension performance analysis [ J ] based on a half-vehicle model, mechanical engineering school report, 2012,48 (06): 102-108.) is an anti-resonance structure formed by sequentially connecting a traditional vibration reduction structure formed by connecting an elastic element and a damping element in parallel with one stage in series between a non-sprung mass and a sprung mass, and connecting the elastic element, the damping element and an inertial element in parallel with one another. Although the two-stage damping structure is improved for better suspension comprehensive performance (such as literature: structure damping research based on inertial-spring-damping [ J ]. Vibration engineering theory, 2018,31 (06): 1061-1067.), the improvement of suspension comprehensive performance is not obvious compared with the traditional two-element one-stage damping suspension.
Disclosure of Invention
The invention aims to solve the problem that the comprehensive performance of the existing secondary vibration-damping passive suspension is not obviously improved, and provides a secondary vibration-damping passive suspension structure with three masses and four parameters being adjustable, and a working method of the suspension, wherein a suspension third mass except for a non-sprung mass (namely a suspension first mass) and a sprung mass (namely a suspension second mass) is arranged between a traditional vibration-damping structure consisting of elastic elements connected in parallel with damping elements and an anti-resonance vibration-damping structure consisting of elastic elements, damping elements and inertial elements connected in parallel, and forms a three-mass vibration structure with the existing non-sprung mass and the sprung mass, so that the vibration acceleration of the sprung mass is greatly reduced under the same road surface unevenness input; in addition, the rigidity and the damping of the traditional vibration reduction structure and the rigidity and the inertia capacity of the anti-resonance vibration reduction structure are adjusted according to different automobile load states, so that the adaptability of the suspension to the automobile load change is improved.
The technical scheme adopted by the three-mass four-parameter adjustable secondary vibration reduction passive suspension is as follows: comprises a traditional vibration reduction structure consisting of a first oil cylinder, a first piston rod, a first adjustable throttle valve, a second energy accumulator, a first electromagnetic valve and a first energy accumulator, wherein the piston end of the first piston rod extends into the first oil cylinder which is vertically arranged up and down to divide the first oil cylinder into an upper chamber and a lower chamber, the upper chamber of the first oil cylinder is sequentially connected with the first adjustable throttle valve, the second energy accumulator, the first electromagnetic valve and the first energy accumulator in series through a hydraulic pipeline, the piston rod end of the first piston rod is fixedly connected with a wheel, the anti-resonance vibration reduction structure consisting of the second oil cylinder, the second piston rod, a first inertial coil, a second adjustable throttle valve, a second inertial coil, a second electromagnetic valve, a third energy accumulator, a third electromagnetic valve and a fourth energy accumulator is also included, the piston end of the second piston rod extends into a second oil cylinder which is vertically arranged from top to bottom to divide the second oil cylinder into an upper chamber and a lower chamber, the piston rod end of the second piston rod is fixedly connected with a vehicle body, the lower chamber of the second oil cylinder is sequentially connected with a first inertial volume spiral pipe, a second adjustable throttle valve, a parallel oil circuit formed by the second inertial volume spiral pipe and a second electromagnetic valve, a third energy accumulator, a third electromagnetic valve and a fourth energy accumulator in series by a hydraulic pipeline, the second oil cylinder is positioned right above the first oil cylinder, central shafts are collinear, the bottoms of the two cylinder bodies are in face-to-face fit, and a suspension third mass is fixedly connected on the cylinder bodies of the first oil cylinder and the second oil cylinder.
The working method of the three-mass four-parameter adjustable two-stage vibration reduction suspension frame adopts the following technical scheme: when the automobile load is greater than or equal to 0.5 times of the rated load, the first electromagnetic valve, the second electromagnetic valve and the third electromagnetic valve are all closed, so that the first inertial volume spiral pipe and the second inertial volume spiral pipe jointly provide inertial volume of one time of full-load mass of the automobile, and the first adjustable throttle valve and the second throttle valve are arranged in a small circulation opening state and fixed; when the automobile load is smaller than 0.5 times of the rated load, the first electromagnetic valve, the first energy accumulator, the second electromagnetic valve and the third electromagnetic valve are opened, so that the first inertial capacity spiral pipe provides inertial capacity which is 0.4-0.6 times of the full-load mass of the automobile, the second adjustable throttle valve is arranged in a small circulation opening state, and the first adjustable throttle valve is arranged in a large circulation opening state.
The invention has the beneficial effects after adopting the technical scheme that:
1. according to the invention, the third mass of the suspension is arranged between the traditional vibration reduction structure and the antiresonance vibration reduction structure of the secondary vibration reduction suspension, and the third mass of the suspension absorbs part of the vibration energy input of the sprung mass, so that the vibration acceleration of the sprung mass is greatly reduced, and the comprehensive performance index of the suspension can be effectively improved by the arrangement of the third mass of the suspension.
2. By arranging the adjustable throttle valve, the first electromagnetic valve, the second electromagnetic valve, the third electromagnetic valve, the first inertial volume spiral pipe, the second inertial volume spiral pipe, the first energy accumulator, the second energy accumulator, the third energy accumulator and the fourth energy accumulator, the invention can conveniently adjust the working states of the adjustable throttle valve and each electromagnetic valve according to the load state of the automobile, maintain the constant vibration damping frequency of the traditional vibration damping structure and the anti-resonance frequency of the anti-resonance vibration damping structure, and can obtain better suspension comprehensive performance index improvement effect under different automobile load states and improve the adaptability.
Drawings
FIG. 1 is a schematic diagram of a three-mass four-parameter adjustable secondary vibration damping passive suspension according to the present invention;
in fig. 1: 1. a vehicle body; 2. a second piston rod; 3. a second cylinder; 4. a third mass of the suspension; 5. a second accumulator; 6. a first accumulator; 7. a first electromagnetic valve; 8. a first adjustable throttle valve; 9. a first cylinder; 10. a first piston rod; 11. uneven road surface; 12. a wheel; 13. a fixing device; 14. a second electromagnetic valve; 15. a second inertial measurement coil; 16. a third electromagnetic valve; 17. a fourth accumulator; 18. a third accumulator; 19. a second throttle valve; 20. a first inertial measurement coil.
Fig. 2 is a schematic diagram of the operation of the three-mass four-parameter adjustable two-stage vibration-damping passive suspension depicted in fig. 1.
Detailed Description
The three-mass four-parameter adjustable secondary vibration reduction passive suspension is arranged between a wheel 12 and a vehicle body 1 above the wheel and consists of a traditional vibration reduction structure with adjustable rigidity and damping, a suspension third mass 4 and an anti-resonance vibration reduction structure with adjustable rigidity and inertia capacity.
The conventional vibration damping structure is composed of a first cylinder 9, a first piston rod 10, a first adjustable throttle valve 8, a second accumulator 5, a first solenoid valve 7, and a first accumulator 6. Wherein, the first oil cylinder 9 is vertically arranged up and down, and the bottom is upward. The upper end of the first piston rod 10 is a piston end, and extends into the first oil cylinder 9 to divide the first oil cylinder 9 into an upper chamber and a lower chamber, the lower chamber is provided with a vent hole and is communicated with the outside, the upper chamber is closed and stores hydraulic oil, and the upper chamber is sequentially connected with the first adjustable throttle valve 8, the second energy accumulator 5, the first electromagnetic valve 7 and the first energy accumulator 6 in series through hydraulic pipelines. The lower end of the first piston rod 10 is a piston rod end which extends downwards from the first oil cylinder 9 and is fixedly connected to the wheel 12.
The anti-resonance vibration reduction structure consists of a second oil cylinder 3, a second piston rod 2, a first inertial volume spiral pipe 20, a second adjustable throttle valve 19, a second inertial volume spiral pipe 15, a second electromagnetic valve 14, a third energy accumulator 18, a third electromagnetic valve 16 and a fourth energy accumulator 17. The second oil cylinder 3 is vertically arranged up and down and is positioned right above the first oil cylinder 9, the bottom is downward, the central axes of the first oil cylinder 9 and the second oil cylinder 3 are collinear, and the bottoms of the cylinder bodies are bonded face to form a whole. The lower end of the second piston rod 2 is a piston end which extends into the second oil cylinder 3 to divide the second oil cylinder 3 into an upper chamber and a lower chamber, the upper chamber is provided with a vent hole which is communicated with the outside, and the lower chamber is closed and stores hydraulic oil. The upper end of the second piston rod 2 is a piston rod end, and the piston rod extends upwards from the upper end of the second oil cylinder 3 and is fixedly connected with the vehicle body 1. The lower chamber of the second oil cylinder 3 is sequentially connected in series with a first inertial volume spiral pipe 20, a second adjustable throttle valve 19, a parallel oil path formed by a second inertial volume spiral pipe 15 and a second electromagnetic valve 14, a third energy accumulator 18, a third electromagnetic valve 16 and a fourth energy accumulator 17 through hydraulic pipelines.
The suspension third mass 4 is fixedly connected to the cylinder bodies of the first oil cylinder 9 and the second oil cylinder 3, the suspension third mass 4 can be cylindrical, the suspension third mass 4 is fixedly sleeved outside the cylinder bodies of the first oil cylinder 9 and the second oil cylinder 3 in a coaxial manner, and the first oil cylinder 9, the second oil cylinder 3 and the suspension third mass 4 are fixedly connected into a whole through the fixedly connecting device 13, so that the suspension of the invention is fixedly provided with the suspension third mass 4 between the traditional vibration reduction structure and the anti-resonance vibration reduction structure
The first electromagnetic valve 7, the second electromagnetic valve 14 and the third electromagnetic valve 16 are two-position two-way electromagnetic valves, and when closed, the hydraulic oil circulation is blocked, and when open, the hydraulic oil circulation is allowed. The first adjustable throttle valve 8 can vary the damping of the flow through the oil passage by adjusting its flow state. The flow states of the first adjustable throttle valve 8 and the second throttle valve 19 are equally divided into three flow states of large, medium and small according to the opening degrees, wherein the large flow state causes small damping, and the small flow state causes large damping. The second adjustable throttle valve 19 is fixedly set in a small flow state in the present invention to obtain a larger damping value.
When hydraulic oil flows through the first and second inertial coils 20 and 15, inertial volume is generated and is determined by hydraulic oil density, pipe diameter and length of the hydraulic pipe and inner diameter of the second oil cylinder 3. The oil cavities of the first energy accumulator 6 and the second energy accumulator 5 can be communicated with the upper cavity of the first oil cylinder 9 through hydraulic pipelines, and under the action of the air cavity of the energy accumulator with initial inflation, certain pressure is generated between the oil cavity of the energy accumulator and the upper cavity of the first oil cylinder 9, so that rigidity is generated between the outer cylinder body of the first oil cylinder 9 and the first piston rod 10. The oil chambers of the third energy accumulator 18 and the fourth energy accumulator 17 can be communicated with the lower chamber of the second oil cylinder 3 through hydraulic pipelines, and under the action of the air chamber with initial inflation of the energy accumulator, certain pressure is generated between the oil chamber and the lower chamber of the second oil cylinder 3, so that rigidity is generated between the outer cylinder body of the second oil cylinder 3 and the second piston rod 2.
The third mass 4 of the suspension is selected to be as large as possible according to the installation space of the suspension by not more than 2-3 times the mass of the wheel 12, and the third mass 4 of the suspension is 2-3 times the mass of the wheel 12.
The inertial capacity of the first inertial spiral tube 20 and the second inertial spiral tube 15 is 0.4-0.6 times of the full-load mass of the automobile.
The initial charge pressure of the second and third accumulators 5, 18 gives a stiffness equal to 75-85 of the full load mass of the vehicleMultiple, f 20 The natural frequency of the vehicle body vibration calculated by the elastic element only between the vehicle body and the wheels or the natural frequency of the vehicle body vibration designed according to the traditional primary vibration reduction structure can be selected from 1 to 1.5 according to the specific use of the vehicle.
When the vehicle load is greater than or equal to 0.5 times the rated load, the first electromagnetic valve 7 is closed, only the second energy accumulator 5 provides rigidity for the traditional vibration damping structure, the third electromagnetic valve 16 is closed, only the third energy accumulator 18 provides rigidity for the anti-resonance vibration damping structure, the second electromagnetic valve 14 is closed, and the first inertial coil 20 and the second inertial coil 15 together provide inertial volume of one time of full vehicle load mass for the anti-resonance vibration damping structure. The first adjustable throttle valve 8 is set in a small flow opening state and fixed to provide damping for a conventional damping structure, and the second adjustable throttle valve 19 is set in a small flow opening state and fixed to provide damping for an antiresonance damping structure.
At the moment when the wheels 12 start to vibrate upwards during running of the automobile, the automobile body 1 does not move, the wheels 12 drive the first piston rod 9 upwards to compress hydraulic oil in the first oil cylinder 9, the hydraulic oil flows to the oil cavity of the second energy accumulator 5 through the first adjustable throttle valve 8, gas in the air cavity of the second energy accumulator 5 is compressed, oil pressure in the first oil cylinder 9 is increased, the cylinder body of the first oil cylinder 9, the cylinder body of the second oil cylinder 3 and the suspension third mass 4 are pushed upwards to move upwards, so that the suspension third mass 4 generates inertia force, meanwhile, the cylinder body of the second oil cylinder 3 compresses hydraulic oil in the second oil cylinder 3 and flows into the oil cavity of the third energy accumulator 18 through the first inertia spiral pipe 20, the second adjustable throttle valve 19 and the second inertia spiral pipe 15 in sequence, and the gas in the air cavity of the third energy accumulator 18 is compressed, so that the oil pressure in the second oil cylinder 3 is increased, and the automobile body 1 is pushed upwards through the second piston rod 2. During the movement, when the upward vibration of the wheel 12 passes through the traditional vibration reduction structure, the stiffness generated by the second energy accumulator 5 carries out first vibration isolation on the upward vibration of the wheel 12, and the first adjustable throttle valve 8 carries out first vibration reduction on the upward vibration of the wheel 12; when the wheel 12 subjected to vibration isolation and vibration reduction by the traditional vibration reduction structure vibrates upwards and passes through the third mass 4 of the suspension, the third mass 4 of the suspension absorbs the upward vibration energy input of the wheel 12 once; when the upward vibration of the wheel 12 after the absorption of the kinetic energy by the suspension third mass 4 passes through the anti-resonance vibration reduction structure, the second adjustable throttle 19 performs the second vibration reduction on the upward vibration of the wheel 12, the rigidity generated by the third energy accumulator 18 and the inertia generated by the first inertia coil 20 and the second inertia coil 15 cooperate to perform the first anti-resonance vibration reduction on the upward vibration of the wheel 12, and finally, the upward vibration input of the upward vibration of the wheel 12 to the vehicle body 1 is greatly attenuated.
At the moment that the wheels 12 start to vibrate downwards when the automobile runs, the automobile body 1 does not move, the wheels 12 downwards drive the first piston rods 10 to move downwards so that the volume of a lower chamber of the first oil cylinder 9 is increased, the oil pressure in the first oil cylinder 9 is reduced, hydraulic oil in an oil cavity of the second energy accumulator 5 flows to the first oil cylinder 9 through the first adjustable throttle valve 8, meanwhile, the first oil cylinder 9, the second oil cylinder 3 and the suspension third mass 4 are driven to move downwards, the upper chamber of the second oil cylinder 3 is increased to the volume by the downward movement of the second oil cylinder 3, the oil pressure in the second oil cylinder 3 is reduced, the oil pressure in the oil cavity of the third energy accumulator 18 flows into the second oil cylinder 3 through the second inertial valve 15, the second adjustable throttle valve 19 and the first inertial valve 20 in sequence, and meanwhile, the automobile body 1 is driven to move downwards through the second piston rods 2; during the movement, when the downward vibration of the wheel 12 passes through the traditional vibration reduction structure, the rigidity generated by the second energy accumulator 5 carries out first vibration isolation on the downward vibration of the wheel 12, and the first adjustable throttle valve 8 carries out first vibration reduction on the downward vibration of the wheel 12; when the wheel 12 subjected to vibration isolation and vibration reduction by the traditional vibration reduction structure vibrates downwards and passes through the third mass 4 of the suspension, the third mass 4 of the suspension absorbs the downwards vibration energy input of the wheel 12 once; when the wheel 12 after absorbing the kinetic energy through the suspension third mass 4 vibrates downwards, the second adjustable throttle 19 damps the wheel 12 vibration downwards for the second time, the rigidity generated by the third energy accumulator 18 and the inertia generated by the first inertia spiral pipe 20 and the second inertia spiral pipe 15 act together, the wheel 12 vibration downwards is damped in an anti-resonance mode, and finally the input of greatly attenuating the wheel 12 vibration downwards to the vehicle body 1 vibration downwards is achieved.
When the automobile load is smaller than 0.5 times of the rated load, the first electromagnetic valve 7, the first energy accumulator 6 and the second energy accumulator 5 are opened to provide rigidity for the traditional vibration reduction structure together, so that the rigidity of the traditional vibration reduction structure is reduced. The third solenoid valve 16 is opened to cause the third accumulator 18 and the fourth accumulator 17 to together provide rigidity to the anti-resonance vibration reduction structure, thereby achieving a reduction in rigidity of the anti-resonance vibration reduction structure. The second electromagnetic valve 14 is opened, and only the first inertia spiral pipe 20 provides the inertia of 0.4-0.6 times of the full-load mass of the automobile for the anti-resonance vibration reduction structure, so that the inertia of the anti-resonance vibration reduction structure is reduced. The first adjustable throttle valve 8 is arranged in a large flow opening state and fixed, so that damping of a traditional damping structure is reduced, the small flow opening state of the second adjustable throttle valve 19 is not changed, and the anti-resonance damping structure provides larger damping without change.
After the technical scheme provided by the invention is adopted, a three-mass four-parameter adjustable two-stage vibration reduction suspension working principle diagram shown in fig. 2 is formed, and in fig. 2: m is m 1 、m 2 、m e M c The mass of the wheel 12, the mass of the body 1, and the inertia of the anti-resonance vibration-damping structureThe mass of the third mass 4 of the suspension; k (k) 1 、k 2 K c The equivalent stiffness of the wheel 12, the stiffness of the anti-resonance vibration damping structure and the stiffness of the conventional vibration damping structure, respectively; c 2 C c Damping of the anti-resonance vibration reduction structure and damping of the traditional vibration reduction structure are respectively carried out; q, z 1 、z 2 Z c The vertical input of the uneven road surface, the vertical displacement of the wheels 12, the vertical displacement of the vehicle body 1 and the vertical displacement of the suspension third mass 4, respectively.
Wherein, the inertia capacity m of the anti-resonance vibration reduction structure e Stiffness k of antiresonance damping structure 2 Stiffness k of conventional damping structure c Damping c of conventional damping structure c The 4 parameters can be adjusted according to different automobile load states, and specifically:
when the automobile load is changed from the large load to the small load, namely, from the rated load which is greater than or equal to 0.5 times to the rated load which is less than 0.5 times, the first electromagnetic valve 7 is opened, the second energy accumulator 5 and the first energy accumulator 6 provide rigidity for the traditional vibration reduction structure together, and at the moment, the rigidity k of the traditional vibration reduction structure is reduced c The traditional vibration reduction structure has smaller rigidity. Conversely, when the vehicle load is changed from the light load loading condition to the heavy load loading condition, the first electromagnetic valve 7 is closed, and only the second accumulator 5 provides rigidity for the conventional vibration damping structure, and at this time, the rigidity k of the conventional vibration damping structure is increased c 。
When the automobile load is changed from the heavy load to the light load, the first adjustable throttle valve 8 is adjusted to be in a heavy circulation state, the traditional vibration reduction structure is adjusted to provide heavy damping, and the traditional vibration reduction structure is adjusted to provide light damping c c . Conversely, when the vehicle load is changed from the light load to the heavy load, the first adjustable throttle valve 8 is adjusted to the light flow state, and the conventional vibration reduction structure is adjusted to provide a large damping c c Provide large damping c for conventional vibration damping structure c 。
When the automobile load is changed from the heavy load to the light load, the second electric power is startedWhen the magnetic valve 14 is used, the inertia capacity m of the antiresonance vibration reduction structure is reduced e Only the first inertial volume coil 20 provides a small inertial volume for the anti-resonance vibration damping structure. Conversely, when the vehicle load is changed from the light load to the heavy load, the second electromagnetic valve 14 is closed to increase the inertia capacity m of the anti-resonance vibration reduction structure e The first inertial coil 20 and the second inertial coil 15 together provide a large inertial volume m for the antiresonance damping structure e 。
When the automobile load is changed from the heavy load to the light load, the third electromagnetic valve 16 is opened to reduce the rigidity k of the anti-resonance vibration reduction structure 2 The anti-resonance damping structure is provided with a small stiffness by the third accumulator 18 together with the fourth accumulator 17. Conversely, when the vehicle load is changed from the light load to the heavy load, the third solenoid valve 16 is closed to increase the rigidity k of the antiresonance vibration damping structure 2 The anti-resonance vibration damping structure is provided with a large stiffness by the third accumulator 18.
The differential equation describing the motion of the three-mass four-parameter adjustable secondary vibration reduction passive suspension provided by the invention is as follows:
the suspension comprehensive performance index J is constructed according to the formula (4):
wherein: t and T are respectively the total running time and time variable of the automobile;is sprung mass acceleration; (z) 1 -q) is wheel dynamic deformation; (z) 2 -z 1 ) The dynamic disturbance degree of the suspension; delta 1 And delta 2 The weighting coefficients when the sprung mass acceleration defaults to 1 are 53775 and 4108.8, respectively.
The values of all parameters when the automobile is fully loaded are as follows: m is m 1 ＝35kg、m 2 ＝500kg、m e ＝500kg、m c ＝35、k 1 ＝300000N/m、k 2 ＝50500N/m、k c ＝50500N/m、c 2 =3800 Ns/m and c c =1500ns/m; the values of all parameters are as follows when the automobile is unloaded: m is m 1 ＝35kg、m 2 ＝350kg、m e ＝250kg、m c ＝35、k 1 ＝300000N/m、k 2 ＝35350N/m、k c ＝35350N/m、c 2 =3800 Ns/m and c c ＝1050Ns/m。
When an automobile runs on a common (C-level road surface), a poor (D-level road surface) and a poor (E-level road surface) at the speeds of 72km/h, 50km/h and 30km/h, the full-load working condition large-parameter suspension of the invention, the full-load working condition large-parameter suspension-free third-mass suspension, the empty-load working condition large-parameter suspension of the invention, the empty-load working condition large-parameter suspension-free third-mass suspension, the empty-load working condition small-parameter suspension of the invention, the empty-load working condition small-parameter suspension-free third-mass acceleration of the empty-load working condition small-parameter suspension, the root mean square value of dynamic deflection of wheels, the dynamic deflection of the suspensions and the comprehensive performance index of the suspensions are obtained by carrying out suspension dynamics simulation according to the formulas (1) - (4), wherein the large parameters in the tables refer to the rigidity of the traditional vibration damping structure and the rigidity of the antiresonance vibration damping structure are equal to the maximum value when the first electromagnetic valve 7 and the third electromagnetic valve 16 are closed, the small parameters refer to the rigidity of the traditional vibration damping structure and the rigidity of the antiresonance vibration dynamics of the first electromagnetic valve 7 and the third electromagnetic valve 16 are all equal to the minimum value, and the dynamic dynamics of the suspension is 10 seconds, and the RMS is the root mean square length is the abbreviation value.
Table 1 comparison of Performance indicators under the 72km/h vehicle speed Condition on a typical road surface
Table 2 Performance index comparison under the condition of 50km/h vehicle speed on worse road surface
Table 3 Performance index comparison under the speed condition of 30km/h of bad road surface
As can be seen from table 1, table 2 and table 3, the three-mass four-parameter adjustable secondary vibration reduction passive suspension provided by the invention can obtain excellent sprung mass acceleration and suspension comprehensive performance compared with the existing inertial secondary vibration reduction suspension without the third mass of the suspension under the full load and different running conditions of the automobile; under different driving conditions of no-load automobile, if the inertia capacity m of anti-resonance vibration reduction structure e Stiffness k of antiresonance damping structure 2 Stiffness k of conventional damping structure c Damping c of traditional vibration reduction structure c The sprung mass acceleration and the suspension comprehensive performance index of the two suspensions are rapidly deteriorated without corresponding reduction and adjustment, and after the four parameters are correspondingly reduced and adjusted, the three-mass four-parameter adjustable secondary vibration reduction passive suspension provided by the invention can greatly reduce the sprung mass acceleration and the suspension comprehensive performance index and is obviously superior to the existing inertial capacity secondary vibration reduction suspension with the parameters correspondingly adjusted.
The first accumulator 6, the second accumulator 5, the third accumulator 18 and the fourth accumulator 17 in fig. 1 are all described by adopting an air bag type accumulator, and the replacement of the air bag type accumulator by a spring type accumulator or a piston type accumulator is all within the protection scope of the invention.
The invention only provides a specific physical structure scheme for realizing the three-mass four-parameter adjustable secondary vibration reduction passive suspension principle shown in fig. 2, and all physical structure schemes for realizing the three-mass four-parameter adjustable secondary vibration reduction passive suspension principle shown in fig. 2 are within the protection scope of the invention.
Claims (8)
1. The utility model provides a three-mass four-parameter adjustable second grade damping passive suspension, include by first hydro-cylinder (9), first piston rod (10), first adjustable throttle valve (8), second energy storage ware (5), first solenoid valve (7) and the traditional damping structure that first energy storage ware (6) are constituteed, the piston end of first piston rod (10) stretches in perpendicular first hydro-cylinder (9) of arranging from top to bottom and divide into two upper and lower cavities with first hydro-cylinder (9), the last cavity of first hydro-cylinder (9) is established ties first adjustable throttle valve (8) in proper order through the hydraulic line, second energy storage ware (5), first solenoid valve (7) and first energy storage ware (6), piston rod end fixed connection wheel (12) of first piston rod (10), characterized by: the device also comprises an anti-resonance vibration reduction structure consisting of a second oil cylinder (3), a second piston rod (2), a first inertia spiral pipe (20), a second adjustable throttle valve (19), a second inertia spiral pipe (15), a second electromagnetic valve (14), a third energy accumulator (18), a third electromagnetic valve (16) and a fourth energy accumulator (17), wherein the piston end of the second piston rod (2) extends into the second oil cylinder (3) which is vertically arranged from top to bottom to divide the second oil cylinder (3) into an upper cavity and a lower cavity, the piston rod end of the second piston rod (2) is fixedly connected with a vehicle body (1), the lower cavity of the second oil cylinder (3) is sequentially connected with the first inertia spiral pipe (20), the second adjustable throttle valve (19), a parallel oil way consisting of the second inertia spiral pipe (15) and the second electromagnetic valve (14), the third energy accumulator (18), the third electromagnetic valve (16) and the fourth energy accumulator (17) in series by a hydraulic pipeline, the second oil cylinder (3) is positioned right above the first oil cylinder (9) and is in a central shaft, the bottoms of the two oil cylinders are attached to the cylinder body (9), the two oil cylinders are coaxially connected with the third oil cylinder (4) in a coaxial manner, the first oil cylinder (3) and the second suspension bracket (4) are fixedly connected with the outer part of the second oil cylinder (4), the third mass (4) of the suspension has a maximum value of not more than 2 to 3 times the mass of the wheel (12).
2. The three-mass four-parameter adjustable secondary vibration reduction passive suspension according to claim 1, wherein: the first oil cylinder (9), the second oil cylinder (3) and the third mass (4) of the suspension are fixedly connected into a whole through a fixedly connecting device (13).
3. The three-mass four-parameter adjustable secondary vibration reduction passive suspension according to claim 1, wherein: the inertia capacity of the first inertia spiral pipe (20) and the second inertia spiral pipe (15) is 0.4-0.6 of the full-load mass of the automobile, and the rigidity generated by the initial charging pressure of the second energy accumulator (5) and the third energy accumulator (18) is equal to the full-load mass of the automobileMultiple->Multiple of natural frequency f 20 Taking 1 to 1.5.
4. A method of operating a three-mass four-parameter adjustable two-stage vibration-damping passive suspension as defined in claim 1, characterized by: when the automobile load is greater than or equal to 0.5 times of rated load, the first electromagnetic valve (7), the second electromagnetic valve (14) and the third electromagnetic valve (16) are all closed, so that the first inertial volume spiral pipe (20) and the second inertial volume spiral pipe (15) jointly provide inertial volume of one time of full-load mass of the automobile, and the first adjustable throttle valve (8) and the second throttle valve (19) are arranged in a small circulation opening state and fixed;
when the automobile load is smaller than 0.5 times of rated load, the first electromagnetic valve (7), the first energy accumulator (6), the second energy accumulator (5), the second electromagnetic valve (14) and the third electromagnetic valve (16) are opened, so that the first inertia coil (20) provides the inertia of 0.4-0.6 times of the full-load mass of the automobile, the second adjustable throttle valve (19) is arranged in a small circulation opening state, and the first adjustable throttle valve (8) is arranged in a large circulation opening state.
5. The working method of the three-mass four-parameter adjustable two-stage vibration reduction passive suspension is characterized in that: when the automobile load is changed from 0.5 times of the rated load to 0.5 times of the rated load, the first electromagnetic valve (7) is opened to reduce the rigidity of the traditional vibration reduction structure, otherwise, when the automobile load is changed from 0.5 times of the rated load to 0.5 times of the rated load, the first electromagnetic valve (7) is closed, and only the second energy accumulator (5) provides rigidity for the traditional vibration reduction structure to reduce the rigidity of the traditional vibration reduction structure.
6. The working method of the three-mass four-parameter adjustable two-stage vibration reduction passive suspension is characterized in that: when the automobile load is changed from 0.5 times or more of the rated load to 0.5 times or less of the rated load, the first adjustable throttle valve (8) is adjusted to be in a large circulation state, the traditional vibration reduction structure is adjusted to provide large damping, otherwise, when the automobile load is changed from 0.5 times or more of the rated load to 0.5 times or more of the rated load, the first adjustable throttle valve (8) is adjusted to be in a small circulation state, and the traditional vibration reduction structure is adjusted to provide large damping.
7. The working method of the three-mass four-parameter adjustable two-stage vibration reduction passive suspension is characterized in that: when the automobile load is changed from 0.5 times greater than or equal to the rated load to 0.5 times less than the rated load, the second electromagnetic valve (14) is opened, and the inertia capacity of the anti-resonance vibration reduction structure is reduced; conversely, when the automobile load is changed from 0.5 times smaller than the rated load to 0.5 times greater than or equal to the rated load, the second electromagnetic valve (14) is closed, and the inertia capacity of the anti-resonance vibration reduction structure is increased.
8. The working method of the three-mass four-parameter adjustable two-stage vibration reduction passive suspension is characterized in that: when the automobile load is changed from 0.5 times greater than or equal to the rated load to 0.5 times less than the rated load, the third electromagnetic valve (16) is opened, and the rigidity of the antiresonance vibration reduction structure is reduced; conversely, when the automobile load is changed from 0.5 times smaller than the rated load to 0.5 times greater than or equal to the rated load, the third electromagnetic valve (16) is closed, and the rigidity of the anti-resonance vibration reduction structure is increased.
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| CN202110650809.9A CN113386512B (en) | 2021-06-11 | 2021-06-11 | Three-mass four-parameter adjustable two-stage vibration reduction passive suspension and working method thereof |
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| JP2016064691A (en) * | 2014-09-24 | 2016-04-28 | アイシン精機株式会社 | Suspension device of vehicle |
| CN109849611A (en) * | 2019-02-26 | 2019-06-07 | 江苏大学 | A kind of multistage adjustable oil gas ISD suspension of used matter coefficient |
| CN111137095A (en) * | 2020-01-17 | 2020-05-12 | 江苏大学 | Rigidity and damping multistage adjustable hydro-pneumatic suspension and control method |
| CN112549892A (en) * | 2020-12-04 | 2021-03-26 | 江苏大学 | Secondary vibration reduction electrohydraulic active suspension with adjustable additional rigidity and damping and working method |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP2016064691A (en) * | 2014-09-24 | 2016-04-28 | アイシン精機株式会社 | Suspension device of vehicle |
| CN109849611A (en) * | 2019-02-26 | 2019-06-07 | 江苏大学 | A kind of multistage adjustable oil gas ISD suspension of used matter coefficient |
| CN111137095A (en) * | 2020-01-17 | 2020-05-12 | 江苏大学 | Rigidity and damping multistage adjustable hydro-pneumatic suspension and control method |
| CN112549892A (en) * | 2020-12-04 | 2021-03-26 | 江苏大学 | Secondary vibration reduction electrohydraulic active suspension with adjustable additional rigidity and damping and working method |
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