车辆可变阻尼减振器半主动悬架研究
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摘要
悬架系统是车辆行驶系统中一个重要组成部分，悬架系统的好坏决定了车辆乘坐舒适性和操纵稳定性的优劣。被动悬架是如今汽车上应用最广泛的一种悬架，虽然它在一定程度上改善了车辆的乘坐舒适性和操纵稳定性，但是其结构参数不能随车辆行驶外界条件和车辆状态不同而自动变化，这大大制约了它的应用。汽车半主动悬架的性能可以接近主动悬架，其制造成本和使用成本都远低于主动悬架，是汽车悬架技术发展的主要方向。
目前，对于车辆半主动悬架系统，有两个方面的问题急需解决，一是研究性能可靠、调节方便的可变阻尼减振器，因为减振器是可变阻尼半主动悬架的关键部件之一，其性能直接影响半主动悬架的性能。二是半主动悬架系统的控制算法，科研人员对半主动悬架系统采用了一些控制方法但是大都没有达到理想效果。可变阻尼减振器半主动悬架系统是一个集机械、流体、信息、控制及系统理论等多学科交叉的智能结构系统，目前有待进一步研究的问题有多个方面。论文以某乘用车为研究对象，结合重庆市科委科技计划项目重点自然基金项目(CSTC，2006BA6017)、高等学校博士学科点专项科研基金资助课题(20100191110004)及汽车噪声振动和安全技术国家重点实验室2010年度开放基金资助(NVHSKL-201010)项目，开展可变阻尼减振器的研究及半主动悬架控制方法的研究。
1)基于减振器的工作原理、内部结构和阀系特点，利用环形薄板阀片变形微分方程以及内外径处的边界条件推导出环形阀片受均布载荷作用时的挠曲变形解析式，根据流体力学缝隙流动、管嘴流动理论、薄壁小孔节流理论，建立了双筒液压减振器的数学模型。在MATLAB/Simulink环境下对模型进行仿真研究，并与实测的减振器的外特性进行了比较分析，仿真与实测结果的一致性证明数学模型正确可靠。同时用该模型详细分析了减振器各结构参数对减振器阻尼力的影响规律及敏感程度，并得到减振器阻尼力控制的一般规律，得出的结论为减振器的设计和性能预测提供了一定的技术支持。
2)通过对普通双筒液压减振器进行改进，开发出一种行程敏感减振器。基于流体力学和弹性力学理论，提出并应用“串并混联管路流量多项式拟合法”推导出行程敏感减振器阀系“各分支管路流量及节流压差”的函数关系式，利用“环形薄板阀片受均布载荷作用时的挠曲变形解析式”建立了行程敏感减振器的数学模型。在MATLAB/Simulink环境下对模型进行仿真研究，计算结果与试验结果符合较好，同时用该模型分析了旁通槽直径对减振器阻尼力的影响规律。
3)研制了一种适合于半主动悬架控制的性价比相对较高的可变阻尼减振器，阐述了该减振器的结构形式和工作原理。基于流体力学和弹性力学理论，提出了“并联管路总节流压差计算”和“串并混联管路各分支流量计算”方法并推导出其表达式。利用该表达式及“受均布载荷作用的环形薄板阀片挠曲变形解析式”建立了可变阻尼减振器的数学模型。在MATLAB环境下对模型进行仿真研究，仿真结果与试验结果符合较好。利用该可变阻尼减振器的测试结果，得到了调节旋钮转角与输出减振器阻尼力系数的关系曲线；同时应用所建立的数学模型，详细分析了“回油管路”结构参数对减振器阻尼力的影响规律。
4)将车身质心加速度、悬架动挠度与轮胎动载荷三个振动响应量作为衡量车辆悬架性能的评价指标。介绍了系统仿真时路面激励公式的推导过程，得到了随机路面及弓型障碍路面的时域模型。根据拉格朗日方程，建立了汽车整车振动系统的运动微分方程，在此基础上用系统状态描述方法建立了七自由度车辆振动系统的状态空间模型。根据整车动力学模型，在Matlab/Simulink环境下建立了整车仿真模型。为了更方便地评价汽车振动系统综合性能，建立了包含车身质心加速度、悬架动挠度和轮胎动载荷的综合性能评价指标。
5)结合整车控制系统的特点，提出了以垂向振动、俯仰振动及侧倾振动为控制器输入的“三并联控制器阻尼控制”方法；利用基于可变阻尼减振器的整车半主动悬架系统模型，设计了PID控制、模糊控制及模糊PID控制的控制系统，在随机路面和弓型障碍路面各工况下对其进行仿真，对比了各控制策略的优劣，其仿真结果表明：在改善系统综合性能方面，半主动悬架明显优于被动悬架，而且模糊PID控制优于模糊控制及PID控制。最后采用模糊PID控制分别对整车进行单独前悬控制、单独后悬控制、及前后共同控制的效果进行比较，结果表明前后共同模糊PID控制比单独对前悬控制和单独对后悬控制的效果要好得多，另外，单独对后悬控制比单独对前悬控制的效果要好。
Vehicle suspension system is an important component of the running gear due to itsimportant role in ride comfort and steering stability. For now, passive suspension is usedmost widely as a vehicle suspension system. Although passive suspension improvesvehicle ride comfort and steering stability in a certain extent, its structure parameterscan not change automatically with external ride conditions and different vehicle states,which restricts its application greatly. The semi-active suspension is main researchaspect of automobile suspension engineering, because its performance is close to activesuspension, the manufacture and use costs are far lower than active suspension.
At present, there are two problems which are difficult to solve for the control ofautomotive semi-active suspension system. One is the research of the variable dampingshock absorber which is reliable and convenient adjustable, because the shock absorberis one of the key components of semi-active suspension, and its performance influencesthe semi-active suspension performance directly. The other one is the control algorithmof semi-active suspension system, the scientific research personnel used some controlmethod to semi-active suspension system, but have not achieve ideal result. So, thepractical application for the semi-active suspension system is still in its infancy.
The semi-active suspension system based on the variable damping shock absorberis an intelligent structural system which is constituted by many discipline, such asmachinery, fluid, information, control and system theory, there are many problems to besolved for semi-active suspension system. This paper takes a car as research object anddoes some systematic research about variable damping shock absorber and semi-activesuspension control methods, which is supported by Key Natural Fund Projects forTechnology Plan Projects of Chongqing Science and Technology Commission,Specialized Research Fund for the Doctoral Program of Higher Education(20100191110004) and2010Annual Open Fund of State Key Laboratory of VehicleNVH and Safety Technology (NVHSKL-201010).
1) Basing on the working principle, internal configuration and valve systembehavior of the shock absorber, the equation for annular laminar deformation under auniform load is deduced by using a deflection differential equation for throttle slice andboundary condition. The detailed mathematical model of double-tube hydraulic shockabsorber is established according to hydrodynamics gap flow, nozzle flow and small orifice throttle theory. The model is simulated by MATLAB/Simulink, and the outercharacteristic of the shock absorber is compared with the test result, the consistencybetween simulation result and test result verifies the correctness and creditability of themathematical model. In addition, the influence law and sensitiveness of damping forceaffected by structure parameters of the shock absorber are analyzed using the model, thegeneral controlling rule of shock absorber damping force is got, and the results obtainedcan provide technical support to the design and performance prediction of shockabsorber to a certain degree.
2) A stroke-sensitive shock absorber was developed by improving the ordinarydouble tube hydraulic shock absorber. Basing on the theory of hydraulics and elasticity,the function expression of the embranchment flow rate and throttle pressure of the valvesystem for stroke-sensitive shock absorber is deduced by proposing and usingpolynomial fitting method series and parallel complex pipeline flow rate, themathematical model of the stroke-sensitive shock absorber is established with theequation for annular laminar deformation under a uniform load. The detailed model issimulated by MATLAB/Simulink, the calculated results agree well with the test results.In particular, the influence rule of the by-pass groove diameter on the shock absorberdamping is analyzed using the model.
3) A variable damping shock absorber of high cost performance for semi-activesuspension is developed; the structure and operation principle of the shock absorber isillustrated. Based on the theory of hydraulics and elasticity, the ways of calculating thethrottle pressure on the parallel pipe line and the embranchment flow rate on theseries-parallel complex pipe line are deduced and employed, and the detailedmathematical model of the variable shock absorber is established by using the equationfor annular laminar deformation under a uniform load. The MATLAB software is usedto simulate the detailed model, and the calculated results agree well with the test results.Using the variable damping shock absorber test results, the relationship curve betweenthe damping force of shock absorber and the angle of the adjusting mechanism in avibration frequency is obtained. In addition, the influence rule of the structure parameteron the circumfluence pipeline to damping force of the shock absorber is analyzed usingthe model.
4) Body acceleration, suspension dynamic deflection and tire dynamic load areregarded as the evaluation indexes of vehicle suspension performance. The roadincentives formula of suspension system is introduced, and the time domain models of the random road and arc road are obtained. According to Lagrange equation, the vehiclevibration differential equation of the suspension system is established, and the systemstate space model is established for the vehicle vibration system of7DOF. TheMatlab/Simulink software is used to simulate the vehicle model. In order to evaluatevehicle vibration system comprehensive performance conveniently, the comprehensiveperformance evaluation index is established including sprung mass acceleration,suspension deflection and tire dynamic deflection.
5) Combining with the characteristics of vehicle control system, the method of“three parallel controller damping control” is proposed by taking vertical vibration,pitch vibration and roll vibration as inputs of controller. Basing on the semi-activesuspension system model with the variable damping shock absorber, the PID control,fuzzy control and fuzzy-PID control are designed. The three control strategies arecompared by simulating the semi-active suspension under the random excitation and arcbarriers road condition. To improve system comprehensive performance, the simulationresults show that the semi-active suspension is obviously superior to passive suspension,and fuzzy-PID control is better than the fuzzy control and PID control. The controleffect of the three kinds of control mode such as front suspension control, rearsuspension control, and full vehicle control is completed by using the fuzzy-PID control.It is demonstrated that the control effect of full vehicle control is much better than frontsuspension control and rear suspension control, and the control effect of rear suspensionis better than front suspension.
目前，对于车辆半主动悬架系统，有两个方面的问题急需解决，一是研究性能可靠、调节方便的可变阻尼减振器，因为减振器是可变阻尼半主动悬架的关键部件之一，其性能直接影响半主动悬架的性能。二是半主动悬架系统的控制算法，科研人员对半主动悬架系统采用了一些控制方法但是大都没有达到理想效果。可变阻尼减振器半主动悬架系统是一个集机械、流体、信息、控制及系统理论等多学科交叉的智能结构系统，目前有待进一步研究的问题有多个方面。论文以某乘用车为研究对象，结合重庆市科委科技计划项目重点自然基金项目(CSTC，2006BA6017)、高等学校博士学科点专项科研基金资助课题(20100191110004)及汽车噪声振动和安全技术国家重点实验室2010年度开放基金资助(NVHSKL-201010)项目，开展可变阻尼减振器的研究及半主动悬架控制方法的研究。
1)基于减振器的工作原理、内部结构和阀系特点，利用环形薄板阀片变形微分方程以及内外径处的边界条件推导出环形阀片受均布载荷作用时的挠曲变形解析式，根据流体力学缝隙流动、管嘴流动理论、薄壁小孔节流理论，建立了双筒液压减振器的数学模型。在MATLAB/Simulink环境下对模型进行仿真研究，并与实测的减振器的外特性进行了比较分析，仿真与实测结果的一致性证明数学模型正确可靠。同时用该模型详细分析了减振器各结构参数对减振器阻尼力的影响规律及敏感程度，并得到减振器阻尼力控制的一般规律，得出的结论为减振器的设计和性能预测提供了一定的技术支持。
2)通过对普通双筒液压减振器进行改进，开发出一种行程敏感减振器。基于流体力学和弹性力学理论，提出并应用“串并混联管路流量多项式拟合法”推导出行程敏感减振器阀系“各分支管路流量及节流压差”的函数关系式，利用“环形薄板阀片受均布载荷作用时的挠曲变形解析式”建立了行程敏感减振器的数学模型。在MATLAB/Simulink环境下对模型进行仿真研究，计算结果与试验结果符合较好，同时用该模型分析了旁通槽直径对减振器阻尼力的影响规律。
3)研制了一种适合于半主动悬架控制的性价比相对较高的可变阻尼减振器，阐述了该减振器的结构形式和工作原理。基于流体力学和弹性力学理论，提出了“并联管路总节流压差计算”和“串并混联管路各分支流量计算”方法并推导出其表达式。利用该表达式及“受均布载荷作用的环形薄板阀片挠曲变形解析式”建立了可变阻尼减振器的数学模型。在MATLAB环境下对模型进行仿真研究，仿真结果与试验结果符合较好。利用该可变阻尼减振器的测试结果，得到了调节旋钮转角与输出减振器阻尼力系数的关系曲线；同时应用所建立的数学模型，详细分析了“回油管路”结构参数对减振器阻尼力的影响规律。
4)将车身质心加速度、悬架动挠度与轮胎动载荷三个振动响应量作为衡量车辆悬架性能的评价指标。介绍了系统仿真时路面激励公式的推导过程，得到了随机路面及弓型障碍路面的时域模型。根据拉格朗日方程，建立了汽车整车振动系统的运动微分方程，在此基础上用系统状态描述方法建立了七自由度车辆振动系统的状态空间模型。根据整车动力学模型，在Matlab/Simulink环境下建立了整车仿真模型。为了更方便地评价汽车振动系统综合性能，建立了包含车身质心加速度、悬架动挠度和轮胎动载荷的综合性能评价指标。
5)结合整车控制系统的特点，提出了以垂向振动、俯仰振动及侧倾振动为控制器输入的“三并联控制器阻尼控制”方法；利用基于可变阻尼减振器的整车半主动悬架系统模型，设计了PID控制、模糊控制及模糊PID控制的控制系统，在随机路面和弓型障碍路面各工况下对其进行仿真，对比了各控制策略的优劣，其仿真结果表明：在改善系统综合性能方面，半主动悬架明显优于被动悬架，而且模糊PID控制优于模糊控制及PID控制。最后采用模糊PID控制分别对整车进行单独前悬控制、单独后悬控制、及前后共同控制的效果进行比较，结果表明前后共同模糊PID控制比单独对前悬控制和单独对后悬控制的效果要好得多，另外，单独对后悬控制比单独对前悬控制的效果要好。
Vehicle suspension system is an important component of the running gear due to itsimportant role in ride comfort and steering stability. For now, passive suspension is usedmost widely as a vehicle suspension system. Although passive suspension improvesvehicle ride comfort and steering stability in a certain extent, its structure parameterscan not change automatically with external ride conditions and different vehicle states,which restricts its application greatly. The semi-active suspension is main researchaspect of automobile suspension engineering, because its performance is close to activesuspension, the manufacture and use costs are far lower than active suspension.
At present, there are two problems which are difficult to solve for the control ofautomotive semi-active suspension system. One is the research of the variable dampingshock absorber which is reliable and convenient adjustable, because the shock absorberis one of the key components of semi-active suspension, and its performance influencesthe semi-active suspension performance directly. The other one is the control algorithmof semi-active suspension system, the scientific research personnel used some controlmethod to semi-active suspension system, but have not achieve ideal result. So, thepractical application for the semi-active suspension system is still in its infancy.
The semi-active suspension system based on the variable damping shock absorberis an intelligent structural system which is constituted by many discipline, such asmachinery, fluid, information, control and system theory, there are many problems to besolved for semi-active suspension system. This paper takes a car as research object anddoes some systematic research about variable damping shock absorber and semi-activesuspension control methods, which is supported by Key Natural Fund Projects forTechnology Plan Projects of Chongqing Science and Technology Commission,Specialized Research Fund for the Doctoral Program of Higher Education(20100191110004) and2010Annual Open Fund of State Key Laboratory of VehicleNVH and Safety Technology (NVHSKL-201010).
1) Basing on the working principle, internal configuration and valve systembehavior of the shock absorber, the equation for annular laminar deformation under auniform load is deduced by using a deflection differential equation for throttle slice andboundary condition. The detailed mathematical model of double-tube hydraulic shockabsorber is established according to hydrodynamics gap flow, nozzle flow and small orifice throttle theory. The model is simulated by MATLAB/Simulink, and the outercharacteristic of the shock absorber is compared with the test result, the consistencybetween simulation result and test result verifies the correctness and creditability of themathematical model. In addition, the influence law and sensitiveness of damping forceaffected by structure parameters of the shock absorber are analyzed using the model, thegeneral controlling rule of shock absorber damping force is got, and the results obtainedcan provide technical support to the design and performance prediction of shockabsorber to a certain degree.
2) A stroke-sensitive shock absorber was developed by improving the ordinarydouble tube hydraulic shock absorber. Basing on the theory of hydraulics and elasticity,the function expression of the embranchment flow rate and throttle pressure of the valvesystem for stroke-sensitive shock absorber is deduced by proposing and usingpolynomial fitting method series and parallel complex pipeline flow rate, themathematical model of the stroke-sensitive shock absorber is established with theequation for annular laminar deformation under a uniform load. The detailed model issimulated by MATLAB/Simulink, the calculated results agree well with the test results.In particular, the influence rule of the by-pass groove diameter on the shock absorberdamping is analyzed using the model.
3) A variable damping shock absorber of high cost performance for semi-activesuspension is developed; the structure and operation principle of the shock absorber isillustrated. Based on the theory of hydraulics and elasticity, the ways of calculating thethrottle pressure on the parallel pipe line and the embranchment flow rate on theseries-parallel complex pipe line are deduced and employed, and the detailedmathematical model of the variable shock absorber is established by using the equationfor annular laminar deformation under a uniform load. The MATLAB software is usedto simulate the detailed model, and the calculated results agree well with the test results.Using the variable damping shock absorber test results, the relationship curve betweenthe damping force of shock absorber and the angle of the adjusting mechanism in avibration frequency is obtained. In addition, the influence rule of the structure parameteron the circumfluence pipeline to damping force of the shock absorber is analyzed usingthe model.
4) Body acceleration, suspension dynamic deflection and tire dynamic load areregarded as the evaluation indexes of vehicle suspension performance. The roadincentives formula of suspension system is introduced, and the time domain models of the random road and arc road are obtained. According to Lagrange equation, the vehiclevibration differential equation of the suspension system is established, and the systemstate space model is established for the vehicle vibration system of7DOF. TheMatlab/Simulink software is used to simulate the vehicle model. In order to evaluatevehicle vibration system comprehensive performance conveniently, the comprehensiveperformance evaluation index is established including sprung mass acceleration,suspension deflection and tire dynamic deflection.
5) Combining with the characteristics of vehicle control system, the method of“three parallel controller damping control” is proposed by taking vertical vibration,pitch vibration and roll vibration as inputs of controller. Basing on the semi-activesuspension system model with the variable damping shock absorber, the PID control,fuzzy control and fuzzy-PID control are designed. The three control strategies arecompared by simulating the semi-active suspension under the random excitation and arcbarriers road condition. To improve system comprehensive performance, the simulationresults show that the semi-active suspension is obviously superior to passive suspension,and fuzzy-PID control is better than the fuzzy control and PID control. The controleffect of the three kinds of control mode such as front suspension control, rearsuspension control, and full vehicle control is completed by using the fuzzy-PID control.It is demonstrated that the control effect of full vehicle control is much better than frontsuspension control and rear suspension control, and the control effect of rear suspensionis better than front suspension.
引文
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