An adaptive suspension system and its application

Abstract

The present invention discloses an adaptive suspension system and its application. The suspension system includes: a buffer adaptive mechanism and a terrain adaptive mechanism. The buffer adaptive mechanism includes an upper leg, a lower leg, an electronically controlled shock absorber and a spring. The upper and lower ends of the electronically controlled shock absorber and the spring are respectively hinged to the upper leg and the lower leg. The upper leg is hinged to the lower leg. The terrain adaptive mechanism includes a worm, a worm wheel, a driving gear, a rack set, and a rack holder. The worm wheel is meshed with the worm. The pulley of the rack holder is close to the rack set. The rack set is meshed with the driving gear. The driving gear and the worm wheel are fixedly connected through a sliding axle. The worm is fixed to the output shaft of the motor, and the motor is fixed to the sprung mass. There is a wheel axle that can slide along the slide groove in the upper leg. The wheel axle is hinged to the rack set, and the rack holder is fixed to the sprung mass. The present invention can adaptively adjust the height between the sprung mass and the tire and can adjust the electronically controlled damping performance, so as to achieve the effects of posture self-adjustment and low energy consumption.

Description

Technical Field

[0001] The present invention relates to the field of adaptive control of vehicle suspension, and more specifically to an adaptive suspension system and its application. Background Art

[0002] The suspension system is one of the important and key components of a vehicle. It is a mechanism that elastically connects the vehicle body and the wheels. Its main function is to transmit all forces and moments acting between the wheels and the vehicle body, and to mitigate the impact load transmitted to the vehicle body by the uneven road surface, and to weaken the vibration of the load-bearing system caused by it, so as to ensure the smooth driving of the vehicle. The typical suspension structure consists of elastic elements, guide mechanisms, and shock absorbers, and some structures also have buffer blocks, lateral stabilizer bars, etc. Elastic elements are in the form of leaf springs, air springs, coil springs, and torsion bar springs. Compared with traditional passive suspension, air suspension is composed of air springs and adjustable shock absorbers. It has the ability to adjust the height of the vehicle body and change the damping, and is a fully active suspension. Different ground clearances are suitable for going downhill, uphill, highways, muddy gravel roads, etc. The suspension can be adjusted to the best as needed and has good adaptability. At the same time, the air suspension can also adjust the damping, for example, it is harder when cornering to get better support, and softer when driving normally to filter out excess vibration.

[0003] The development of foreign automobile air suspension has experienced the change of "leaf spring → airbag composite suspension → passive full air suspension → active full air suspension (i.e. ECAS electronically controlled air suspension system)". Active full air suspension uses electronic control system, which greatly improves the performance of traditional air suspension system. Automobile can realize active adjustment and active control under various road conditions and working conditions, and adds many auxiliary functions (such as fault diagnosis function, etc.). Air suspension can make the car have good driving smoothness, but it also has disadvantages such as complex structure and strict sealing requirements. Because the structure of air suspension is more complex, the failure rate is also higher. Especially air springs and shock absorbers, they need to be adjusted continuously during use, which may cause pump body overheating and affect life. In addition, air springs and gaskets are also made of rubber, and generally need to be replaced at 60,000-80,000 kilometers, otherwise they may face oil leakage and air leakage, and even affect driving safety, which is also a big expense. In general, the characteristics of the current suspension system can be summarized as: it is impossible to obtain good adaptability, flexibility and safety at the same time. It can be seen that the traditional suspension system has very large limitations.

[0004] The landing gear is an indispensable part of today's aircraft. It is an important device that supports the fuselage and bears the load when the aircraft takes off and lands. When the aircraft lands, the landing gear will absorb most of the impact, thereby ensuring the safe landing of the aircraft. Therefore, the quality of the landing gear is directly related to the use and safety of the aircraft. With the development of society, people's requirements for the safety and comfort of flying are increasing, and the development of landing gear design and manufacturing has become particularly important. The design of the buffer system is one of the most core parts of the landing gear design. Considering the weight of the aircraft and the requirements for the comfort of the internal passengers, it is necessary to more strictly control the load of the landing gear under various operating conditions. Therefore, the research focus in the design of the buffer system is to improve and optimize the buffer performance. At the same time, it is also necessary to study and master the ground load determination technology to better distribute the load. However, the current aircraft ground test foundation is still relatively weak, which is particularly prominent in the landing gear drop vibration test. With the rapid development of the aviation industry, new aircraft are emerging in an endless stream. At present, most of the landing gear drop vibration test benches have been built for a long time, and the equipment is aging, which cannot meet the test requirements of the landing gear of new aircraft. Domestic scholars have conducted relevant research on landing gear drop vibration tests and achieved some research results, but most of them are limited to drop vibration tests without airworthiness conditions. There are relatively few studies on civil aircraft landing gear drop vibration tests under airworthiness conditions, which leads to the inability to meet the current research and innovation of aircraft landing gear.

[0005] At present, the landing gear of large civil aircraft mostly adopts a multi-wheel and multi-strut layout. For example, the landing gear of the common Boeing 747 aircraft consists of 4 main landing gears and a double-wheel strut front landing gear. This multi-wheel and multi-strut layout can disperse the ground load and transfer it to the sprung mass. The buffer system of this layout is interconnected and can adjust the load size of each landing gear in a certain control form, and reduce the requirements for runway strength for aircraft landing. On the other hand, compared with the Boeing 747, civil aircraft with a slightly smaller tonnage, such as the Boeing 777, adopt a common three-point structure layout. Under this layout, the landing gear strut is very large, and the main landing gear is a single-strut trolley multi-wheel landing gear. The largest landing gear in active aircraft is the main landing gear of the Boeing 777, which is more than 3m long. In general, the characteristics of the current landing gear structure can be summarized as: relying on hydraulic power and other power to deploy the tires to a fixed position, and cannot be adaptively adjusted. It can be seen that traditional aircraft landing gear has very large limitations. Summary of the invention

[0006] The present invention aims to solve the deficiencies of the above-mentioned prior art and proposes an adaptive suspension system and its application, so as to adaptively adjust the height between the sprung mass and the tire and optimize the impact and vibration, so as to achieve the effect of adjusting the posture and reducing vibration.

[0007] In order to achieve the above-mentioned purpose, the present invention adopts the following technical scheme:

[0008] The adaptive suspension system of the present invention is characterized in that it comprises: a terrain adaptive mechanism installed on a sprung mass, the terrain adaptive mechanism comprising: a motor, a worm, a worm wheel, a driving gear, a rack set and two rack holders; the rack set comprises a fixed rack and a long rack;

[0009] The motor is fixedly connected to the sprung mass, and the worm is fixedly connected to the output shaft of the motor; the worm is meshed with the worm wheel, and the worm wheel is fixedly connected to the driving gear via a sliding wheel shaft, and the driving gear is respectively meshed with the long rack and the fixed rack; a rack holder is respectively arranged on the outer side of the long rack and the fixed rack, and the pulleys on the two rack holders are respectively pressed against the long rack and the fixed rack;

[0010] The adaptive suspension system further comprises: a buffer adaptive mechanism, the buffer adaptive mechanism comprising: an upper support leg, a lower support leg, an electronically controlled shock absorber, a spring and a tire;

[0011] A wheel axle is arranged in the slide groove of the upper leg and can slide along the slide groove of the upper leg, and the wheel axle is hinged to one end of the long rack;

[0012] One end of the upper leg is hinged to the sprung mass, and the other end is hinged to one end of the lower leg; the electronically controlled shock absorber and the spring are hinged between the middle positions of the upper leg and the lower leg, and the other end of the lower leg is provided with the tire;

[0013] When the tire of the buffer adaptive mechanism has a relative squeezing movement with the ground, the motor of the terrain adaptive mechanism drives the worm to drive the worm wheel to move upward along the slide groove on the sprung mass through the sliding wheel shaft, and at the same time, under the action of the driving gear, drives the long rack to move downward, so that when the wheel shaft moves downward in the slide groove of the upper leg, the lower leg and the upper leg rotate around their hinge and generate squeezing movement, thereby causing the buffer adaptive mechanism to move upward, and under the action of the electronically controlled shock absorber, the relative movement speed of the buffer adaptive mechanism is slowed down to achieve a vibration reduction effect;

[0014] When the tire of the buffer adaptive mechanism leaves the ground, the motor-driven worm of the terrain adaptive mechanism drives the worm wheel to move downward along the slide groove on the sprung mass through the sliding wheel shaft, and at the same time, under the action of the driving gear, drives the long rack to move upward, so that when the wheel shaft moves upward in the slide groove of the upper support leg, the lower support leg and the upper support leg rotate around their hinge and generate a stretching movement, thereby causing the buffer adaptive mechanism to move downward, and under the action of the electronically controlled shock absorber, the relative movement speed of the buffer adaptive mechanism is slowed down to achieve a vibration reduction effect.

[0015] The adaptive suspension system of the present invention is characterized in that it is applied to a ground vehicle suspension system, and the ground vehicle suspension system comprises: hardware, a multi-terrain and adaptive damping controller and an actuator; the hardware comprises: a sprung mass, a terrain adaptive mechanism, a buffer adaptive mechanism and wheels; the multi-terrain and adaptive damping controller comprises: a terrain adaptive controller and a buffer adaptive controller; the actuator comprises: a motor driver, a vehicle-mounted motor, an electric driver, an electronically controlled shock absorber and a sensor;

[0016] When the wheel is excited by the ground, the sensor acquires the angular displacement of the sprung mass and sends it to the terrain adaptive controller after performing noise reduction processing. The terrain adaptive controller inputs the angular displacement of the sprung mass into the system inverse kinematics model to obtain the angular state of the sprung mass, and according to the angular state of the sprung mass, applies the "balanced landing" principle to obtain a preset value of the optimal landing posture, thereby obtaining a motor control signal according to the preset value of the optimal landing posture;

[0017] When the wheel is excited by the ground, the sensor simultaneously obtains the acceleration of the sprung mass and sends it to the buffer adaptive controller after performing noise reduction processing. The buffer adaptive controller inputs the acceleration of the sprung mass into the system dynamics model to obtain the acceleration state of the sprung mass, and according to the acceleration state of the sprung mass, applies a "soft landing" control method to obtain a preset value of the impact buffer control, thereby obtaining an electronically controlled shock absorber control signal according to the preset value of the impact buffer control;

[0018] The motor driver and the electric driver in the actuator receive the motor control signal and the electronically controlled shock absorber control signal respectively, and then transmit them to the vehicle-mounted motor and the electronically controlled shock absorber respectively; the vehicle-mounted motor changes the angle state of the sprung mass according to the motor control signal, and the electronically controlled shock absorber changes the acceleration state of the sprung mass according to the electronically controlled shock absorber control signal; thereby completing the posture adjustment of the sprung mass and the real-time control of impact and vibration.

[0019] The adaptive suspension system of the present invention is characterized in that it is applied to a helicopter adaptive landing gear system, and the helicopter adaptive landing gear system comprises: an upper main controller, a lower main controller, a sensor system and a D / A converter;

[0020] The upper layer main controller comprises: an upper layer controller I and an upper layer controller II;

[0021] The lower layer main controller comprises: a lower layer controller I and a lower layer controller II;

[0022] The sensor system includes: 3 distance measuring sensors and 1 inertial navigation sensor;

[0023] The lower controller I comprises: 3 motor controllers, 3 airborne motors and 3 attitude adjustment mechanisms;

[0024] The lower controller II includes: 3 electric drivers and 3 electric shock absorbers;

[0025] The three range-finding sensors obtain the target positions set by the three helicopter wheels, the inertial navigation sensor obtains the current horizontal state of the helicopter, and the upper-layer controller I estimates the target positions of the three helicopter wheels and the current horizontal state of the helicopter according to the inverse kinematics principle, thereby obtaining the target position control signals of the three helicopter wheels and the horizontal state control signal of the helicopter, and transmits them to the upper-layer controller II and the D / A converter respectively;

[0026] After the D / A converter processes the target position control signals of the three helicopter wheels and the horizontal state control signal of the helicopter, the target position execution signals of the three helicopter wheels are obtained and transmitted to the three motor controllers accordingly, and the horizontal state execution signals of the helicopter are transmitted to the three motor controllers respectively; the three motor controllers transmit the target position execution signals of the three wheels and the horizontal state execution signals of the helicopter to the three airborne motors respectively, so that the three airborne motors respectively control the three attitude adjustment mechanisms to change the actual position of the landing gear to complete the current take-off and landing attitude adjustment of the helicopter;

[0027] The inertial navigation sensor obtains the current impact / vibration of the helicopter, and obtains the dynamic state after impact pre-aiming / vibration decoupling; the upper controller II receives the target position control signal of the three helicopter wheels and the horizontal state control signal of the helicopter transmitted by the upper controller I, and distributes the kinetic energy of impact / vibration for the kinetic energy under the current dynamic state according to the balance / unbalance principle, and calculates the actual expected impact / vibration response signal, thereby transmitting the obtained actual expected impact / vibration response signal to the upper controller I and the D / A converter respectively;

[0028] The D / A converter processes the actual expected shock / vibration response signal to obtain the expected shock / vibration response signal, and transmits it to three electric drivers respectively, and the three electric drivers transmit the expected shock / vibration response signal to three electronically controlled shock absorbers respectively, so that the three electronically controlled shock absorbers respectively make corresponding actual shock / vibration responses to improve the shock and vibration received by the helicopter when landing, so as to complete the adjustment of the current take-off and landing shock and vibration of the helicopter;

[0029] The upper controller I receives the actual impact / vibration response signal transmitted by the upper controller II, and estimates the whole machine state of the actual impact / vibration response signal according to the inverse kinematics principle, obtains the inclination angle signal of the sprung mass, and transmits it to the upper controller II; the upper controller II transmits the received inclination angle signal of the sprung mass to the D / A converter;

[0030] After the D / A converter processes the inclination angle signal of the sprung mass, a inclination angle adjustment signal of the sprung mass is obtained, and the inclination angle adjustment signal is transmitted to three electric drivers respectively. The three electric drivers transmit the inclination angle adjustment signal of the sprung mass to three electronically controlled shock absorbers respectively, so that the three electronically controlled shock absorbers adjust the damping force required for wheel buffering to ensure that the sprung mass is always in a horizontal state, thereby completing the landing of the helicopter.

[0031] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0032] 1. The adaptive suspension system provided by the present invention achieves an effect of adjustable posture by applying a terrain adaptive mechanism to the adaptive suspension. Compared with the traditional suspension, it has a wider range of applications and a better impact control effect on the carrying vehicle.

[0033] 2. The present invention provides an adaptive suspension system, in which the buffer adaptive mechanism includes an electronically controlled shock absorber. By adjusting the damping force output by the electronically controlled shock absorber, the effect of optimizing impact and vibration is achieved. Compared with the traditional suspension, the effect of suppressing impact and reducing vibration is enhanced.

[0034] 3. The present invention provides an adaptive suspension system, wherein the connection relationship between the terrain adaptive mechanism and the buffer adaptive mechanism is as follows: a wheel axle that can slide along the slide groove is provided in the slide groove of the upper leg of the buffer adaptive mechanism, and the wheel axle is hinged to the long rack of the terrain adaptive mechanism. This connection method can realize adaptive adjustment of the height position, thereby achieving the effect of reducing the impact and vibration of the carrying tool.

[0035] 4. The adaptive suspension system provided by the present invention is close to engineering practice, easy to implement, and can be quickly applied to a wider range of fields. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 This is a schematic structural diagram of an implementation method of the present invention;

[0037] Figure 2 for Figure 1 The left side view of the present invention is shown;

[0038] Figure 3 This is a schematic diagram of another embodiment of the present invention;

[0039] Figure 4 This is a schematic diagram of another embodiment of the present invention;

[0040] Numbers in the figure: 1 sprung mass, 2 motor, 3 worm, 4 worm wheel, 5 driving gear, 6 rack set, 7 rack retainer, 8 upper support leg, 9 lower support leg, 10 electronically controlled shock absorber and spring, 11 fixed rack, 12 long rack. Specific implementation plan

[0041] In this embodiment, Figure 1 and Figure 2 As shown, the mechanical structure of an adaptive suspension system is composed of a terrain adaptive mechanism and a buffer adaptive structure; the terrain adaptive mechanism is composed of a motor 2, a worm 3, a worm wheel 4, a driving gear 5, a rack set 6 and two rack holders; the rack set 6 includes a fixed rack 11 and a long rack 12;

[0042] A motor 2 is fixedly connected to the sprung mass 1, and a worm 3 is fixedly connected to the output shaft of the motor 2; the worm 3 is meshed with a worm wheel 4, and the worm wheel 4 is fixedly connected to a driving gear 5 via a sliding wheel shaft, and the driving gear 5 is meshed with a long rack 12 and a fixed rack 11 respectively; the fixed rack 11 is fixedly connected to the sprung mass 1, and a rack holder is respectively arranged on the outer side of the long rack 12 and the fixed rack 11, and the rack holder is fixedly connected to the sprung mass 1, and the pulleys on the two rack holders are respectively pressed against the long rack 12 and the fixed rack 11, and the long rack 12 can move on the rack holder;

[0043] In this embodiment, the adaptive suspension system further includes: a buffer adaptive mechanism, which includes: an upper leg 8, a lower leg 9, an electronically controlled shock absorber, a spring 10, and a tire;

[0044] One end of the long rack 12 is hinged with a wheel axle; and the wheel axle is arranged in the slide groove of the upper leg 8 and can slide along the slide groove of the upper leg 8; the two ends of the upper leg 8 are respectively hinged with the sprung mass 1 and the lower leg 9; an electronically controlled shock absorber and a spring 10 are hinged between the upper leg 8 and the lower leg 9, and a tire is arranged at the bottom of the lower leg 9;

[0045] When the tire of the buffer adaptive mechanism has a relative squeezing movement with the ground, the motor 2 of the terrain adaptive mechanism drives the worm 3 to drive the worm wheel 4 to move upward along the slide groove on the sprung mass 1 through the sliding wheel shaft, and at the same time, under the action of the driving gear 5, the long rack 12 is driven to move downward, so that when the wheel shaft moves downward in the slide groove of the upper leg 8, the lower leg 9 and the upper leg 8 rotate around their hinges and produce squeezing movement, thereby causing the buffer adaptive mechanism to move upward, and under the action of the electronically controlled shock absorber 10, the relative movement speed of the buffer adaptive mechanism is slowed down to achieve the effect of vibration reduction;

[0046] When the tire of the buffer adaptive mechanism leaves the ground, the motor 2 of the terrain adaptive mechanism drives the worm 3 to drive the worm wheel 4 to move downward along the slide groove on the sprung mass 1 through the sliding wheel shaft, and at the same time, under the action of the driving gear 5, the long rack 12 is driven to move upward, so that when the wheel shaft moves upward in the slide groove of the upper leg 8, the lower leg 9 and the upper leg 8 rotate around their hinge and generate a stretching movement, thereby causing the buffer adaptive mechanism to move downward, and under the action of the electronically controlled shock absorber 10, the relative movement speed of the buffer adaptive mechanism is slowed down to achieve the vibration reduction effect.

[0047] Figure 3 The schematic diagram of another embodiment of the present invention is shown, in which the ground vehicle suspension system includes hardware, a multi-terrain and adaptive damping controller and an actuator; the hardware includes a sprung mass 1, a terrain adaptive mechanism 13, a buffer adaptive mechanism 14 and a wheel 15; the multi-terrain and adaptive damping controller includes a terrain adaptive controller 16 and a buffer adaptive controller 17; the actuator includes a motor driver 18, an on-board motor 19, an electric driver 20, an electronically controlled shock absorber 21 and a sensor 22;

[0048] When the wheel 15 is excited by the ground, the sensor 22 obtains the angular displacement of the sprung mass 1 and sends it to the terrain adaptive controller 16 after noise reduction processing. The terrain adaptive controller 16 inputs the angular displacement of the sprung mass 1 into the system inverse kinematics model, and determines the parameters of the joint movable objects to be set to achieve the required posture under the guidance of the theory and method of system inverse kinematics, and obtains the angular state of the sprung mass 1. According to the angular state of the sprung mass 1, the "balanced landing" principle is applied to ensure that the sprung mass 1 is always in a horizontal state during landing, and the preset value of the best landing posture is obtained, so as to obtain the motor control signal according to the preset value of the best landing posture;

[0049] When the wheel 15 is excited by the ground, the sensor 22 simultaneously obtains the acceleration of the sprung mass 1 and sends it to the buffer adaptive controller 17 after noise reduction processing. The buffer adaptive controller 17 inputs the acceleration of the sprung mass 1 into the system dynamics model, and establishes a computer simulation model system for studying the dynamic behavior of complex geographical systems under the guidance of the theory and method of system dynamics, and obtains the acceleration state of the sprung mass 1. According to the acceleration state of the sprung mass 1, the "soft landing" control method is applied. For details, please refer to the patent "An Active Suspension Optimization Control Method" (Patent No.: 202210865440.8), and the preset value of the impact buffer control is obtained, so as to obtain the electronic shock absorber control signal according to the preset value of the impact buffer control;

[0050] The motor driver 18 and the electric driver 20 in the actuator receive the motor control signal and the electronically controlled shock absorber control signal respectively, and then transmit them to the vehicle-mounted motor 19 and the electronically controlled shock absorber 21 respectively; the vehicle-mounted motor 19 changes the angle state of the sprung mass 1 according to the motor control signal, and the electronically controlled shock absorber 21 changes the acceleration state of the sprung mass 1 according to the electronically controlled shock absorber control signal; thereby completing the posture adjustment of the sprung mass 1 and the real-time control of impact and vibration.

[0051] Figure 4 The figure shows a schematic diagram of another embodiment of the present invention, in which the helicopter adaptive landing gear system includes an upper main controller 23, a lower main controller 24, a sensor system 25 and a D / A converter 26; the upper main controller 23 includes an upper controller I27 and an upper controller II28; the lower main controller 24 includes a lower controller I29 and a lower controller II30; the sensor system 25 includes three ranging sensors 31 and one inertial navigation sensor 32; the lower controller I29 includes three motor controllers 33, three onboard motors 34 and three attitude adjustment mechanisms 35; the lower controller II30 includes three electric drives 36 and three electronically controlled shock absorbers 21.

[0052] The three range sensors 31 obtain the target positions set by the three helicopter wheels, the inertial navigation sensor 32 obtains the current horizontal state of the helicopter, and the upper controller I27 uses the inverse kinematics principle. An object connected by joints is composed of a group of rigid segments connected by joints. Changing the angles of the joints can produce infinite shapes. The solution to the forward kinematics problem is the posture of the object given these angles. The more difficult solution to the inverse kinematics problem is to find the angles of the joints when the posture of the object is given. After the target positions of the three helicopter wheels and the current horizontal state of the helicopter are estimated by the system state, the target position control signals of the three helicopter wheels and the horizontal state control signal of the helicopter are obtained, and are transmitted to the upper controller II28 and the D / A converter 26 respectively;

[0053] After the D / A converter 26 processes the target position control signals of the three helicopter wheels and the horizontal state control signal of the helicopter, the target position execution signals of the three helicopter wheels are obtained and transmitted to the three motor controllers 33 accordingly, and the horizontal state execution signals of the helicopter are transmitted to the three motor controllers 33 respectively; the three motor controllers 33 transmit the target position execution signals of the three wheels and the horizontal state execution signals of the helicopter to the three airborne motors 34 respectively, so that the three airborne motors 34 respectively control the three attitude adjustment mechanisms 35 to change the actual position of the landing gear to complete the current take-off and landing attitude adjustment of the helicopter;

[0054] The inertial navigation sensor 32 obtains the current impact / vibration of the helicopter, and performs impact pre-aiming / vibration decoupling to obtain the dynamic state; the upper controller II28 receives the target position control signal of the three helicopter wheels and the horizontal state control signal of the helicopter transmitted by the upper controller I27, and judges whether the sprung mass 1 is in a balanced state or an unbalanced state according to the balance / unbalance principle. For details, please refer to the patent "An Active Suspension Optimization Control Method" (Patent No.: 202210865440.8), and performs impact / vibration kinetic energy distribution on the kinetic energy in the current dynamic state to obtain the expected value of the energy required for wheel buffering, that is, the actual expected impact / vibration response signal, and then transmits the obtained actual expected impact / vibration response signal to the upper controller I27 and the D / A converter 26 respectively;

[0055] After the D / A converter 26 processes the actual expected shock / vibration response signal, it obtains the expected shock / vibration response signal and transmits it to the three electric drivers 36 respectively. The three electric drivers 36 transmit the expected shock / vibration response signal to the three electronically controlled shock absorbers 21 respectively, so that the three electronically controlled shock absorbers 21 respectively make corresponding actual shock / vibration responses to improve the shock and vibration received by the helicopter during landing, so as to complete the adjustment of the current landing shock and vibration of the helicopter;

[0056] The upper controller I27 receives the actual impact / vibration response signal transmitted by the upper controller II28, and estimates the whole machine state of the actual impact / vibration response signal according to the inverse kinematics principle, obtains the inclination angle signal of the sprung mass 1, and transmits it to the upper controller II28; the upper controller II28 transmits the received inclination angle signal of the sprung mass 1 to the D / A converter 26;

[0057] After the D / A converter 36 processes the tilt angle signal of the sprung mass 1, a tilt angle adjustment signal of the sprung mass 1 is obtained, and the tilt angle adjustment signal is transmitted to the three electric drivers 36 respectively. The three electric drivers 36 transmit the tilt angle adjustment signal of the sprung mass 1 to the three electronically controlled shock absorbers 21 respectively, so that the three electronically controlled shock absorbers 21 adjust the damping force required for wheel buffering to ensure that the sprung mass 1 is always in a horizontal state, thereby completing the landing of the helicopter.

Claims

1. An adaptive suspension system, characterized in that: include: A terrain adaptive mechanism installed on a sprung mass (1), the terrain adaptive mechanism comprising: a motor (2), a worm (3), a worm wheel (4), a driving gear (5), a rack set (6) and two rack holders; the rack set (6) comprises a fixed rack (11) and a long rack (12); The motor (2) is fixedly connected to the sprung mass (1), and the worm (3) is fixedly connected to the output shaft of the motor (2); the worm (3) is meshed with the worm wheel (4), and the worm wheel (4) is fixedly connected to the driving gear (5) via a sliding wheel shaft, and the driving gear (5) is respectively meshed with the long rack (12) and the fixed rack (11); a rack holder is respectively arranged on the outer side of the long rack (12) and the fixed rack (11), and the pulleys on the two rack holders are respectively close to the long rack (12) and the fixed rack (11); The adaptive suspension system further comprises: a buffer adaptive mechanism, the buffer adaptive mechanism comprising: an upper support leg (8), a lower support leg (9), an electronically controlled shock absorber, a spring (10) and a tire; A wheel axle is arranged in the slide groove of the upper leg (8) and can slide along the slide groove of the upper leg (8), and the wheel axle is hinged to one end of the long rack (12); One end of the upper leg (8) is hinged to the sprung mass (1), and the other end is hinged to one end of the lower leg (9); the electronically controlled shock absorber and the spring (10) are hinged between the middle positions of the upper leg (8) and the lower leg (9), and the other end of the lower leg (9) is provided with the tire; When the tire of the buffer adaptive mechanism has a relative squeezing movement with the ground, the motor (2) of the terrain adaptive mechanism drives the worm (3) to drive the worm wheel (4) to move upward along the slide groove on the sprung mass (1) through the sliding wheel shaft, and at the same time, under the action of the driving gear (5), drives the long rack (12) to move downward, so that when the wheel shaft moves downward in the slide groove of the upper leg (8), the lower leg (9) and the upper leg (8) rotate around their hinge and generate squeezing movement, thereby causing the buffer adaptive mechanism to move upward, and under the action of the electronically controlled shock absorber (10), the relative movement speed of the buffer adaptive mechanism is slowed down to achieve a vibration reduction effect; When the tire of the buffer adaptive mechanism leaves the ground, the motor (2) of the terrain adaptive mechanism drives the worm (3) to drive the worm wheel (4) to move downward along the slide groove on the sprung mass (1) through the sliding wheel shaft, and at the same time, under the action of the driving gear (5), the long rack (12) is driven to move upward, so that when the wheel shaft moves upward in the slide groove of the upper leg (8), the lower leg (9) and the upper leg (8) rotate around their hinge and generate a stretching movement, thereby causing the buffer adaptive mechanism to move downward, and under the action of the electronically controlled shock absorber (10), the relative movement speed of the buffer adaptive mechanism is slowed down to achieve a vibration reduction effect.

2. An adaptive suspension system as claimed in claim 1, characterized in that The invention is applied to a ground vehicle suspension system, wherein the ground vehicle suspension system comprises: hardware, a multi-terrain and adaptive damping controller and an actuator; the hardware comprises: a sprung mass (1), a terrain adaptive mechanism (13), a buffer adaptive mechanism (14) and a wheel (15); the multi-terrain and adaptive damping controller comprises: a terrain adaptive controller (16) and a buffer adaptive controller (17); the actuator comprises: a motor driver (18), an on-board motor (19), an electric driver (20), an electronically controlled shock absorber (21) and a sensor (22); When the wheel (15) is excited by the ground, the sensor (22) obtains the angular displacement of the sprung mass (1) and sends it to the terrain adaptive controller (16) after noise reduction processing. The terrain adaptive controller (16) inputs the angular displacement of the sprung mass (1) into the system inverse kinematics model to obtain the angular state of the sprung mass (1), and according to the angular state of the sprung mass (1), the "balanced landing" principle is applied to obtain the preset value of the best landing posture, thereby obtaining the motor control signal according to the preset value of the best landing posture; When the wheel (15) is excited by the ground, the sensor (22) simultaneously obtains the acceleration of the sprung mass (1) and sends it to the buffer adaptive controller (17) after performing noise reduction processing. The buffer adaptive controller (17) inputs the acceleration of the sprung mass (1) into the system dynamics model to obtain the acceleration state of the sprung mass (1), and according to the acceleration state of the sprung mass (1), a "soft landing" control method is applied to obtain a preset value of the impact buffer control, thereby obtaining an electronically controlled shock absorber control signal according to the preset value of the impact buffer control; The motor driver (18) and the electric driver (20) in the actuator receive the motor control signal and the electronically controlled shock absorber control signal respectively, and transmit them to the vehicle-mounted motor (19) and the electronically controlled shock absorber (21) respectively; the vehicle-mounted motor (19) changes the angle state of the sprung mass (1) according to the motor control signal, and the electronically controlled shock absorber (21) changes the acceleration state of the sprung mass (1) according to the electronically controlled shock absorber control signal; thereby completing the posture adjustment of the sprung mass (1) and the real-time control of impact and vibration.

3. An adaptive suspension system as claimed in claim 1, characterized in that On a helicopter adaptive landing gear system, the helicopter adaptive landing gear system comprises: an upper main controller (23), a lower main controller (24), a sensor system (25) and a D / A converter (26); The upper layer main controller (23) comprises: an upper layer controller I (27) and an upper layer controller II (28); The lower layer main controller (24) comprises: a lower layer controller I (29) and a lower layer controller II (30); The sensor system (25) comprises: three distance measuring sensors (31) and one inertial navigation sensor (32); The lower controller I (29) comprises: 3 motor controllers (33), 3 onboard motors (34) and 3 posture adjustment mechanisms (35); The lower controller II (30) comprises: three electric drivers (36) and three electric-controlled shock absorbers (21); The three distance measuring sensors (31) obtain the target positions set for the three helicopter wheels, the inertial navigation sensor (32) obtains the current horizontal state of the helicopter, and the upper controller I (27) estimates the target positions of the three helicopter wheels and the current horizontal state of the helicopter according to the inverse kinematics principle, obtains the target position control signals of the three helicopter wheels and the horizontal state control signal of the helicopter, and transmits them to the upper controller II (28) and the D / A converter (26) respectively; The D / A converter (26) processes the target position control signals of the three helicopter wheels and the horizontal state control signal of the helicopter to obtain the target position execution signals of the three helicopter wheels and transmits them to the three motor controllers (33) respectively, and transmits the horizontal state execution signals of the helicopter to the three motor controllers (33) respectively; the three motor controllers (33) transmit the target position execution signals of the three wheels and the horizontal state execution signals of the helicopter to the three onboard motors (34) respectively, so that the three onboard motors (34) respectively control the three attitude adjustment mechanisms (35) to change the actual position of the landing gear to complete the current take-off and landing attitude adjustment of the helicopter; The inertial navigation sensor (32) obtains the current impact / vibration of the helicopter, and performs impact pre-aiming / vibration decoupling to obtain a dynamic state; the upper controller II (28) receives the target position control signals of the three helicopter wheels and the horizontal state control signal of the helicopter transmitted by the upper controller I (27), and performs impact / vibration kinetic energy distribution on the kinetic energy in the current dynamic state according to the balance / unbalance principle, and calculates an actual expected impact / vibration response signal, thereby transmitting the obtained actual expected impact / vibration response signal to the upper controller I (27) and the D / A converter (26) respectively; The D / A converter (26) processes the actual expected shock / vibration response signal to obtain an expected shock / vibration response signal, and transmits the expected shock / vibration response signal to three electric drivers (36) respectively. The three electric drivers (36) transmit the expected shock / vibration response signal to three electric-controlled shock absorbers (21) respectively, so that the three electric-controlled shock absorbers (21) respectively make corresponding actual shock / vibration responses to improve the shock and vibration received by the helicopter during landing, so as to complete the adjustment of the current landing shock and vibration of the helicopter; The upper controller I (27) receives the actual impact / vibration response signal transmitted by the upper controller II (28), and estimates the state of the whole machine based on the inverse kinematics principle to obtain the tilt angle signal of the sprung mass (1), and transmits it to the upper controller II (28); the upper controller II (28) transmits the received tilt angle signal of the sprung mass (1) to the D / A converter (26); After the D / A converter (26) processes the tilt angle signal of the sprung mass (1), a tilt angle adjustment signal of the sprung mass (1) is obtained, and the tilt angle adjustment signal is transmitted to three electric drivers (36) respectively. The three electric drivers (36) transmit the tilt angle adjustment signal of the sprung mass (1) to three electronically controlled shock absorbers (21) respectively, so that the three electronically controlled shock absorbers (21) adjust the damping force required for wheel buffering to ensure that the sprung mass (1) is always in a horizontal state, thereby completing the landing of the helicopter.

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