电磁馈能悬架阻尼特性研究
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摘要
本文研究的电磁馈能悬架是指保留传统悬架弹簧部分用于支撑车身静载和缓减路面冲击，利用馈能减振器替代传统减振器的一种新型悬架系统。馈能减振器利用滚珠丝杠将悬架直线运动转化为旋转运动，带动电机发电将悬架振动能量转化为电能回收，同时达到传统减振器衰减车轮与车身振动的目的，作为一种新型的节能手段，特别是对于新能源汽车，具有广阔的应用前景。本文结合吉林省科技发展项目（20080536）“汽车能量再生悬架关键技术研究”课题，对电磁馈能悬架的几个关键问题进行了以下五个方面的研究：
1．通过对比分析得出，相比于其它构型的馈能悬架，滚珠丝杠式电磁馈能悬架具有独特的优势，而现有的几种滚珠丝杠式电磁馈能悬架结构存在结构复杂，成本高，尺寸较大等缺点，无法满足实际安装和使用要求，因此对其结构进行了重新设计，通过特殊的连接装置，将馈能电机置于翼子板上方，悬架空间只保留运动转化和连接部件，从而极大地减小了馈能悬架的安装空间，改善馈能电机的工作环境，同时也从结构上保证其能实现主动悬架的功能。
2．用馈能电机取代传统减振器遇到的首要问题是馈能电机的恒扭矩-恒功率特性与传统减振器阻尼特性的不相符，二者相结合形成了本文提出馈能减振器的三段式非线性馈能阻尼特性。通过对非线性阻尼二个重要临界速度的理论研究，得出单自由度系统馈能减振器恒阻尼力对应的临界速度及其调整系数的计算方法。并对其减隔振特性和抗冲击特性进行了仿真分析，结果表明，馈能非线性阻尼的减隔振特性要优于非对称阻尼和半主动on-off阻尼。
3．由馈能电机和丝杠等旋转部件引入的惯性质量对悬架幅频特性的影响是电磁馈能悬架的另一个关键问题。利用结构振型方法给出了馈能悬架车身和车轮两个偏频的计算公式，惯性质量的引入使得悬架的两个共振频率提前。通过对传递特性的分析表明惯性质量主要对车轮共振峰附近的传递特性产生不利影响；其次考虑了馈能系统各参数对于振动响应量均方根值的影响，并基于人体的主观评价得出平顺性对于惯性质量的定量要求。
4．针对单纯依靠馈能电机来实现悬架所需阻尼需匹配功率较大的馈能电机，存在“大马拉小车”的缺点，提出了传统线性小阻尼与馈能非线性阻尼并联的结构设计方案，并对系统各参数进行匹配，仿真结果表明并联方案能够满足性能要求的前提下，在回收绝大多数振动能量的同时显著减小所需匹配的馈能电机功率。
5．对影响馈能悬架能量回收的车辆各参数进行了分析，结果表明馈能悬架可回收能量的大小仅仅与路面不平度、行驶车速以及悬架的刚度有关，而且呈线性相关，提出了减振器耗散功率的近似计算公式，并对馈能电机和电池等各部件进行了建模，进而对其能量回收特性进行了分析。
6．完成了馈能减振器样机以及馈能电机控制器的的试制，搭建了馈能减振器性能测试平台，并对其系统特性、能量回收特性和阻尼特性进行实验验证。实验结果表明馈能电机的控制效果良好，发电效率、充电效果及其输出特性均满足设计要求。另外馈能减振器无控制特性测试表明，不对馈能电机进行控制，除了无法消除“死区”特性外，馈能电机高速运动时会出现电流过大，可能导致永磁同步馈能电机消磁而损坏，同时其阻尼输出也无法满足要求，得出馈能电机应用于馈能悬架取代传统减振器时必须对馈能电机加收主动控制。
The electromagnetic regenerative suspension researched in this doctoraldissertationis an innovative suspension system, retained the spring for supporting the vehicle massand absorbing the road vibration, and replaced the conventional damper with regenerativedamper. The suspension linear movement was translated into rotary movement byball-screw and net, and then drove the motor to generate electricity, in the meanwhileattenuated the vibration between wheel and vehicle body. As a new energy-saving way, ithas broad application prospects, especially for new-energy vehicles. Combined with theproject of the key issues research of regenerative suspension for vehicle, the paper mainlyinvolved in the following six parts:
1. Compared with other types of regenerative suspension, electromagneticregenerative suspension with ball-screw and nut has unique advantages. However, thecurrent structure cannot meet the actual installation and usage requirements for itscomplicated structure and large size. So the structure was redesigned by putting the motorabove vehicle fenders, and only kept the movement transforming and connecting parts insuspension space. Benefitted by this design, the installation space was minimized and theworkingenvironment of regenerative motor was improved, also, the active suspension canbe achieved by new structure.
2. The primary problem of replacing the conventional damper with motor is that theconstant torque and constant power characteristic of motor does not match the dampingcharacteristic of the convention damper. The new nonlinear regenerative dampingcharacteristic with three stages was proposed by combined two characteristics mentionedabove. Through theoretical study on the two important critical speeds of nonlineardamping characteristic proposed, the critical speed for constant damping force and itsadjusting coefficient were obtained based on1-dof system model. Simulation results showthat the performance of regenerative nonlinear damping is superior to the semi-active andon-off damping.
3. The other key issue for regenerative suspension is the influence of inertia massintroduced by rotary parts of motor and ball-screw on the amplitude-frequency characteristics of the suspension. The vehicle body and wheel resonant frequencyequation of regenerative suspension was deduced from structure modal analysis methodand showed that the two resonant frequencies were shifted to small values as the inertiamass. The transformation characteristics of regenerative suspension show that the inertiamass mainly has bad influence on vehicle ride performance near the wheel resonantfrequency. What’s more, the influence of parameters of regenerative system on RMS ofvibrationresponse was evaluated, and based on the body subjective evaluation, thequantitative requirements of inertia mass was obtained.
4. A high power regenerative motor is needed to satisfy the required suspensiondamping force, if there is no conventional damper. Such scheme is unsatisfactory,therefore a new scheme of regenerative nonlinear damping combined with a conventionaldamper of small damping was proposed. After the parameters matching and simulation,the results show that new scheme can minimize the motor power needed while recyclingmost of vibration energy.
5. On the basis of analyzing the factors influenced the energy recycle of suspensionvibration, and it was conclude that the energy which can be regenerated is proportional tothe vehicle speed, suspension stiffness and road roughness. The approximate formula ofpower dissipated by damper is also deduced. The model of regenerative motor and batterywas built and simulated for its performance evaluation.
6. Produced the prototype of regenerative damper and motor controller, builtitsperformance testing platform, and the characteristics of regenerative system, energyrecovery and damping was tested and validated.The results shows that the performance ofmotor controller, the generating efficiency of motor, the charging characteristic of battery,and output characteristic of regenerative damper can match the requirements. It is alsorevealed that the regenerative motor should be controlled to satisfy the requirements ofdamper. Without proper control, not only dead-zone of motor cannt be eliminated, butalso damage will be caused for motor when its speed was too large.
1．通过对比分析得出，相比于其它构型的馈能悬架，滚珠丝杠式电磁馈能悬架具有独特的优势，而现有的几种滚珠丝杠式电磁馈能悬架结构存在结构复杂，成本高，尺寸较大等缺点，无法满足实际安装和使用要求，因此对其结构进行了重新设计，通过特殊的连接装置，将馈能电机置于翼子板上方，悬架空间只保留运动转化和连接部件，从而极大地减小了馈能悬架的安装空间，改善馈能电机的工作环境，同时也从结构上保证其能实现主动悬架的功能。
2．用馈能电机取代传统减振器遇到的首要问题是馈能电机的恒扭矩-恒功率特性与传统减振器阻尼特性的不相符，二者相结合形成了本文提出馈能减振器的三段式非线性馈能阻尼特性。通过对非线性阻尼二个重要临界速度的理论研究，得出单自由度系统馈能减振器恒阻尼力对应的临界速度及其调整系数的计算方法。并对其减隔振特性和抗冲击特性进行了仿真分析，结果表明，馈能非线性阻尼的减隔振特性要优于非对称阻尼和半主动on-off阻尼。
3．由馈能电机和丝杠等旋转部件引入的惯性质量对悬架幅频特性的影响是电磁馈能悬架的另一个关键问题。利用结构振型方法给出了馈能悬架车身和车轮两个偏频的计算公式，惯性质量的引入使得悬架的两个共振频率提前。通过对传递特性的分析表明惯性质量主要对车轮共振峰附近的传递特性产生不利影响；其次考虑了馈能系统各参数对于振动响应量均方根值的影响，并基于人体的主观评价得出平顺性对于惯性质量的定量要求。
4．针对单纯依靠馈能电机来实现悬架所需阻尼需匹配功率较大的馈能电机，存在“大马拉小车”的缺点，提出了传统线性小阻尼与馈能非线性阻尼并联的结构设计方案，并对系统各参数进行匹配，仿真结果表明并联方案能够满足性能要求的前提下，在回收绝大多数振动能量的同时显著减小所需匹配的馈能电机功率。
5．对影响馈能悬架能量回收的车辆各参数进行了分析，结果表明馈能悬架可回收能量的大小仅仅与路面不平度、行驶车速以及悬架的刚度有关，而且呈线性相关，提出了减振器耗散功率的近似计算公式，并对馈能电机和电池等各部件进行了建模，进而对其能量回收特性进行了分析。
6．完成了馈能减振器样机以及馈能电机控制器的的试制，搭建了馈能减振器性能测试平台，并对其系统特性、能量回收特性和阻尼特性进行实验验证。实验结果表明馈能电机的控制效果良好，发电效率、充电效果及其输出特性均满足设计要求。另外馈能减振器无控制特性测试表明，不对馈能电机进行控制，除了无法消除“死区”特性外，馈能电机高速运动时会出现电流过大，可能导致永磁同步馈能电机消磁而损坏，同时其阻尼输出也无法满足要求，得出馈能电机应用于馈能悬架取代传统减振器时必须对馈能电机加收主动控制。
The electromagnetic regenerative suspension researched in this doctoraldissertationis an innovative suspension system, retained the spring for supporting the vehicle massand absorbing the road vibration, and replaced the conventional damper with regenerativedamper. The suspension linear movement was translated into rotary movement byball-screw and net, and then drove the motor to generate electricity, in the meanwhileattenuated the vibration between wheel and vehicle body. As a new energy-saving way, ithas broad application prospects, especially for new-energy vehicles. Combined with theproject of the key issues research of regenerative suspension for vehicle, the paper mainlyinvolved in the following six parts:
1. Compared with other types of regenerative suspension, electromagneticregenerative suspension with ball-screw and nut has unique advantages. However, thecurrent structure cannot meet the actual installation and usage requirements for itscomplicated structure and large size. So the structure was redesigned by putting the motorabove vehicle fenders, and only kept the movement transforming and connecting parts insuspension space. Benefitted by this design, the installation space was minimized and theworkingenvironment of regenerative motor was improved, also, the active suspension canbe achieved by new structure.
2. The primary problem of replacing the conventional damper with motor is that theconstant torque and constant power characteristic of motor does not match the dampingcharacteristic of the convention damper. The new nonlinear regenerative dampingcharacteristic with three stages was proposed by combined two characteristics mentionedabove. Through theoretical study on the two important critical speeds of nonlineardamping characteristic proposed, the critical speed for constant damping force and itsadjusting coefficient were obtained based on1-dof system model. Simulation results showthat the performance of regenerative nonlinear damping is superior to the semi-active andon-off damping.
3. The other key issue for regenerative suspension is the influence of inertia massintroduced by rotary parts of motor and ball-screw on the amplitude-frequency characteristics of the suspension. The vehicle body and wheel resonant frequencyequation of regenerative suspension was deduced from structure modal analysis methodand showed that the two resonant frequencies were shifted to small values as the inertiamass. The transformation characteristics of regenerative suspension show that the inertiamass mainly has bad influence on vehicle ride performance near the wheel resonantfrequency. What’s more, the influence of parameters of regenerative system on RMS ofvibrationresponse was evaluated, and based on the body subjective evaluation, thequantitative requirements of inertia mass was obtained.
4. A high power regenerative motor is needed to satisfy the required suspensiondamping force, if there is no conventional damper. Such scheme is unsatisfactory,therefore a new scheme of regenerative nonlinear damping combined with a conventionaldamper of small damping was proposed. After the parameters matching and simulation,the results show that new scheme can minimize the motor power needed while recyclingmost of vibration energy.
5. On the basis of analyzing the factors influenced the energy recycle of suspensionvibration, and it was conclude that the energy which can be regenerated is proportional tothe vehicle speed, suspension stiffness and road roughness. The approximate formula ofpower dissipated by damper is also deduced. The model of regenerative motor and batterywas built and simulated for its performance evaluation.
6. Produced the prototype of regenerative damper and motor controller, builtitsperformance testing platform, and the characteristics of regenerative system, energyrecovery and damping was tested and validated.The results shows that the performance ofmotor controller, the generating efficiency of motor, the charging characteristic of battery,and output characteristic of regenerative damper can match the requirements. It is alsorevealed that the regenerative motor should be controlled to satisfy the requirements ofdamper. Without proper control, not only dead-zone of motor cannt be eliminated, butalso damage will be caused for motor when its speed was too large.
引文
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