Multi-mode controllable high motor vehicle inerter damping device

Abstract

The invention discloses a multi-mode controllable high motor vehicle inerter damping device which comprises an upper lifting lug, a cylinder barrel arranged below the upper lifting lug, a piston mechanism arranged in the cylinder barrel, a lower lifting lug arranged below the piston mechanism, a hydraulic motor arranged on the outer side of the cylinder barrel, a rotating motor and an electromagnetic clutch arranged above the rotating motor. An upper runner and a lower runner are formed in the inner wall of the cylinder barrel to communicate an oil inlet and an oil outlet of the hydraulic motor with an upper cavity and a lower cavity of the cylinder barrel, an output shaft of the hydraulic motor is connected with a rotor shaft of the rotating motor, the rotor shaft of the rotating motor is connected with a driving shaft of the electromagnetic clutch, and a driven shaft of the electromagnetic clutch is fixedly connected with the flywheel. The piston mechanism penetrates through the lower end of the cylinder barrel and is fixedly connected with the lower lifting lug, and the upper lifting lug is fixedly connected with the upper end of the cylinder barrel. The invention has the beneficial effects that the integrated design of the complex structure and multi-mode control of the high motor vehicle inerter suspension is realized, and the control range and the dynamic boundary of the high motor vehicle suspension system are effectively widened.

Description

Technical Field

[0001] The invention relates to the technical field of vehicle suspension, in particular to a multi-mode controllable inertia damping device for a high-mobility vehicle. Background Art

[0002] Since high-mobility vehicles often travel on rugged and harsh roads, the road input to the suspension system has the characteristics of large impact load and long duration, which makes the driving smoothness and off-road maneuverability of high-mobility vehicles restricted by the vibration isolation performance of the suspension system. Therefore, an inertia device is introduced into the suspension system of high-mobility vehicles, and the mass characteristics of the inertia device are used to achieve the tuning and dissipation of the suspension vibration energy, so as to improve the off-road maneuverability of the vehicle.

[0003] However, existing ball screw type, gear rack type and other mechanical inertia devices are all passive devices. Under large impact loads, mechanical inertia devices will experience tooth gap changes, deformation friction and other phenomena, which are difficult to meet the working conditions of high-mobility vehicle suspension systems. In addition, the impedance characteristics of mechanical inertia devices are simple, and it is impossible to achieve continuous adjustment of the inertia coefficient, as well as coordinated control of inertia force, damping force and complex impedance.

[0004] In view of the above situation, it is necessary to improve the defects of the existing mechanical inertia container so that it can adapt to the current needs of using the inertia container. Summary of the invention

[0005] The purpose of the present invention is to overcome the problem that the parameters of the mechanical inertia container cannot be adjusted and the coordinated control of the inertia force, the damping force and the complex impedance, and to realize the mode switching of active, energy feeding and coordinated control.

[0006] The technical solution of the present invention for achieving the above-mentioned purpose is a multi-mode controllable high-mobility vehicle inertia damping device, comprising an upper lifting ear, a cylinder arranged below the upper lifting ear, a piston mechanism arranged in the cylinder, a lower lifting ear arranged below the piston mechanism, a hydraulic motor arranged on the outside of the cylinder, a rotating motor, and an electromagnetic clutch arranged above the rotating motor. The inner wall of the cylinder is provided with upper and lower flow channels to connect the oil inlet and oil outlet of the hydraulic motor with the upper chamber and lower chamber of the cylinder. The output shaft of the hydraulic motor is connected to the rotor shaft of the rotating motor, the rotor shaft of the rotating motor is connected to the driving shaft of the electromagnetic clutch, the driven shaft of the electromagnetic clutch is fixedly connected to the flywheel, the piston mechanism passes through the lower end of the cylinder and is fixedly connected to the lower lifting ear, and the upper lifting ear is fixedly connected to the upper end of the cylinder.

[0007] To further supplement the present technical solution, the piston mechanism includes a piston housing arranged in the cylinder, a piston upper cover arranged in the piston housing, a piston rod arranged at the lower end of the piston housing, and a sliding valve assembly arranged in the piston housing. The piston upper cover is fixedly installed at the upper end of the piston housing, the sliding valve assembly is fixedly installed at the lower end of the piston housing, the piston upper cover has a center opening, the piston rod is fixedly connected to the lower lifting ear, and a circular hole is opened between the sliding valve assembly and the piston housing.

[0008] As a further supplement to the technical solution, the piston rod, the piston and the cylinder axis are aligned and the piston and the piston rod have the freedom of linear motion relative to the cylinder.

[0009] As a further supplement to the technical solution, the sliding valve assembly includes a sliding valve support, a sliding valve arranged on the sliding valve support, a sliding valve winding arranged below the sliding valve, and a sliding valve spring arranged below the sliding valve. The sliding valve support is fixedly connected to the lower end of the piston housing, a circular hole is provided between the sliding valve support and the piston housing, the sliding valve winding is fixedly surrounded inside the sliding valve support, one end of the sliding valve spring is fixedly connected to the sliding valve, and the other end thereof is fixedly connected to the sliding valve support.

[0010] As a further supplement to the technical solution, the axes of the sliding valve and the sliding valve support are aligned, and the sliding valve and the sliding valve support have the freedom of relative linear movement.

[0011] As a further supplement to the technical solution, the lower end of the piston upper cover matches the shape of the upper end of the sliding valve and fits tightly when the two are covered.

[0012] As a further supplement to the present technical solution, the electromagnetic clutch also includes an electromagnetic clutch housing, an active disk arranged inside the electromagnetic clutch housing, and a driven disk arranged above the active disk, wherein the active disk is fixed inside the electromagnetic clutch housing, and the active disk, the electromagnetic clutch housing, and the rotor of the rotating motor have the freedom of rotational movement, the driven shaft is arranged on the driven disk, a clutch spring is nested on the outside of the driven shaft, one end of the clutch spring is fixedly connected to the driven shaft, and the other end thereof is fixedly connected to the driven disk; a clutch winding is fixed around the inside of the driven disk.

[0013] As a further supplement to the technical solution, the clutch spring is aligned with the axis of the driven shaft, the driven shaft has a degree of freedom of rotational motion relative to the housing, and the driven shaft has a degree of freedom of linear motion relative to the driven disk.

[0014] The beneficial effect lies in that the present invention proposes a multi-mode controllable inertia damping device for high-mobility vehicles, which controls the damping force output by controlling the current of the sliding valve winding to change the sliding valve opening, thereby controlling the damping force output and realizing continuous adjustment of the damping coefficient of the device; by controlling the current of the clutch winding in the electromagnetic clutch, the coupling pressure between the driven plate and the active plate is adjusted, thereby changing the friction torque, controlling the inertia force output and realizing continuous adjustment of the inertia coefficient of the device; and by connecting different external end networks with a rotating motor, the "passive control", "energy feeding control" and "active control" working modes of the rotating motor can be realized; at the same time, the "passive control" and "energy feeding control" of the rotating motor can be coordinated with the "semi-active control" of the inertia damping to realize the coordinated matching between the inertia force, the damping force and the electrical network impedance; the present invention realizes the integrated design of the complex structure and multi-mode control of the inertia suspension of high-mobility vehicles, and effectively broadens the control range and dynamic boundary of the suspension system of high-mobility vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a schematic diagram of the overall structure of a multi-mode controllable high-mobility vehicle inertia damping device of the present invention;

[0016] Figure 2 It is a structural schematic diagram of the electromagnetic clutch of the present invention;

[0017] Figure 3 It is a structural schematic diagram of the piston mechanism of the present invention;

[0018] In the figure, 1, flywheel; 2, electromagnetic clutch housing; 3, rotating motor; 4, hydraulic motor; 5, oil; 6, upper lifting ear; 7, cylinder; 8, piston housing; 9, piston rod; 10, lower lifting ear; 11, driven shaft; 12, driven plate; 13, driving plate; 14, clutch spring; 15, clutch winding; 16, piston upper cover; 17, sliding valve support; 18, sliding valve winding; 19, sliding valve; 20, sliding valve spring. DETAILED DESCRIPTION

[0019] In order to make the technical solution more clear to those skilled in the art, Figure 1-3 The technical solution of the present invention is described in detail:

[0020] like Figure 1-3As shown, the technical solution adopted by the present invention is a multi-mode controllable high-mobility vehicle inertia damping device, including an upper lifting ear 6, a cylinder 7 arranged below the upper lifting ear 6, a piston mechanism arranged in the cylinder 7, a lower lifting ear 10 arranged below the piston mechanism, a hydraulic motor 4 arranged outside the cylinder 7, a rotating motor 3, and an electromagnetic clutch arranged above the rotating motor 3. The inner wall of the cylinder 7 is provided with two upper and lower flow channels to connect the oil inlet and oil outlet of the hydraulic motor 4 with the upper chamber and lower chamber of the cylinder 7. The output shaft of the hydraulic motor 4 is connected to the rotor shaft of the rotating motor 3, and the rotor shaft of the rotating motor 3 is connected to the driving shaft of the electromagnetic clutch. The driven shaft 11 of the electromagnetic clutch is fixedly connected to the flywheel 1. The piston mechanism passes through the lower end of the cylinder 7 and is fixedly connected to the lower lifting ear 10. The upper lifting ear 6 is connected and fixed to the upper end of the cylinder 7.

[0021] The structure of the piston mechanism will be described in detail below. The piston mechanism includes a piston housing 8 disposed in the cylinder barrel 7, a piston upper cover 16 disposed in the piston housing 8, a piston rod 9 disposed at the lower end of the piston housing 8, and a sliding valve assembly disposed in the piston housing 8. The piston upper cover 16 is fixedly installed at the upper end of the piston housing 8, and the sliding valve assembly is fixedly installed at the lower end of the piston housing 8. The center of the piston upper cover 16 is opened, and the piston rod 9 is fixedly connected to the lower lifting ear 10. A circular hole is opened between the sliding valve assembly and the piston housing 8, wherein the piston rod 9 and the piston are aligned with the axis of the cylinder barrel 7, and the piston and the piston rod 9 have the freedom of linear motion relative to the cylinder barrel 7; wherein the sliding valve 19 assembly includes a sliding valve support The piston housing 8 is provided with a seat 17, a sliding valve 19 arranged on the sliding valve support 17, a sliding valve winding 18 arranged below the sliding valve 19, and a sliding valve spring 20 arranged below the sliding valve 19. The sliding valve support 17 is fixedly connected to the lower end of the piston housing 8. A circular hole is opened between the sliding valve support 17 and the piston housing 8. The sliding valve winding 18 is fixedly surrounded inside the sliding valve support 17. One end of the sliding valve spring 20 is fixedly connected to the sliding valve 19, and the other end thereof is fixedly connected to the sliding valve support 17. The axes of the sliding valve 19 and the sliding valve support 17 are aligned, and the sliding valve 19 and the sliding valve support 17 have the freedom of relative linear motion; the lower end of the piston upper cover 16 matches the shape of the upper end of the sliding valve 19 and the two fit tightly when they are covered.

[0022] Among them, the specific structure of the electromagnetic clutch also includes an electromagnetic clutch housing 2, an active disk 13 arranged inside the electromagnetic clutch housing 2, and a driven disk 12 arranged above the active disk 13, wherein the active disk 13 is fixed inside the electromagnetic clutch housing 2, and the active disk 13 and the electromagnetic clutch housing 2 and the rotor of the rotating motor 3 have the freedom of rotational motion, the driven shaft 11 is arranged on the driven disk 12, and a clutch spring 14 is nested on the outside of the driven shaft 11, one end of the clutch spring 14 is fixedly connected to the driven shaft 11, and the other end thereof is fixedly connected to the driven disk 12; a clutch winding 15 is fixed around the inside of the driven disk 12; the clutch spring 14 is aligned with the axis of the driven shaft 11, and the driven shaft 11 has the freedom of rotational motion relative to the electromagnetic clutch housing 2, and the driven shaft 11 has the freedom of linear motion relative to the driven disk 12.

[0023] Among them, when the upper lifting ear 6 and the lower lifting ear 10 move linearly relative to each other, the piston rod 9 and the piston are driven to move linearly relative to the cylinder 7, and the oil 5 inside the cylinder 7 flows into the piston through the central opening of the piston upper cover 16, and then flows out through the circular hole between the piston housing 8 and the sliding valve support 17 after passing through the sliding valve 19, so that the oil 5 in the upper and lower chambers of the cylinder 7 flows, thereby generating a damping force; at the same time, the piston pushes the oil 5 through the flow channel on the inner wall of the cylinder 7 to enter the hydraulic motor 4, and the flow of oil 5 drives the output shaft of the hydraulic motor 4 to rotate, and drives the rotor of the rotating motor 3 and the electromagnetic clutch housing 2 to rotate.

[0024] Among them, the sliding valve spring 20 in the piston is initially in a compressed state. When no current flows through the sliding valve winding 18, the sliding valve 19 is tightly fitted with the piston cover 16 under the thrust of the sliding valve spring 20, and the oil 5 cannot flow through the piston; when current flows through the sliding valve winding 18, the sliding valve winding 18 generates an electromagnetic force to push the sliding valve 19 to make a linear motion relative to the sliding valve support 17; by controlling the current size, the size of the gap between the sliding valve 19 and the piston cover 16 can be changed, thereby controlling the damping force generated when the oil 5 flows through the piston.

[0025] Among them, the clutch spring 14 in the electromagnetic clutch is initially in a compressed state. When no current flows through the clutch winding 15, the driven disc 12 is completely in contact with the active disc 13 under the thrust of the clutch spring 14. When the rotating motor 3 drives the electromagnetic clutch housing 2 to rotate, the friction torque is transmitted to the driven disc 12 through the active disc 13, thereby driving the driven shaft 11 and the flywheel 1 to rotate, realizing inertial packaging and outputting inertial force; when current flows through the clutch winding 15, the clutch winding 15 generates electromagnetic force, pushing the driven disc 12 to make a linear motion relative to the active disc 13. By controlling the current size, the contact pressure between the driven disc 12 and the active disc 13 can be changed, thereby controlling the friction torque between the driven disc 12 and the active disc 13 to achieve the adjustment of the inertial force of the flywheel 1.

[0026] Among them, the axial force F borne by the piston rod 9 in the device and the oil 5 pressure in the upper and lower chambers of the cylinder 7 have the following relationship:

[0027] F=A c (P2-P1) (1)

[0028] In the formula, A c is the actual effective area of ​​the oil 5, which is the effective cross-sectional area of ​​the piston housing 8 minus the effective cross-sectional area of ​​the piston rod 9, P1 is the oil pressure in the upper chamber of the cylinder 7, and P2 is the oil pressure in the lower chamber of the cylinder 7.

[0029] The relationship between the inlet and outlet oil 5 pressure of the hydraulic motor 4 and the movement of the hydraulic motor 4 is expressed as:

[0030]

[0031] Where T is the output torque of the hydraulic motor 4, D is the ratio of the flow rate of the hydraulic motor 4 to the angular velocity of the output shaft, η m is the mechanical efficiency of the hydraulic motor, P l It is the pressure loss caused by the oil 5 flowing through the hydraulic motor 4.

[0032] In addition, the linear motion of the piston housing 8 and the rotary motion of the output shaft of the hydraulic motor 4 have the following relationship:

[0033]

[0034] Where α is the angular acceleration of the output shaft of the hydraulic motor 4, x is the displacement of the piston housing 8, and η v is the volumetric efficiency of the hydraulic motor 4.

[0035] Since the torque is transmitted between the output shaft of the hydraulic motor 4 and the flywheel 1 through the electromagnetic clutch, the actual output torque of the hydraulic motor 4 has the following relationship with the moment of inertia of the flywheel 1 and the degree of engagement of the electromagnetic clutch:

[0036] T=μIα (4)

[0037] Wherein, μ is the degree of engagement of the electromagnetic clutch, which is controlled by the current and has a value range of 0 to 1. When the current is 0, μ = 0, the thrust of the clutch spring 14 makes the driven disc 12 and the active disc 13 fully engaged, and the output torque of the flywheel 1 completely acts on the hydraulic motor 4. When the current reaches the rated current, μ = 1, the electromagnetic clutch is completely disconnected, and there is no torque transmission between the flywheel 1 and the output shaft of the hydraulic motor 4; I is the moment of inertia of the flywheel.

[0038] Therefore, the pressure difference between the oil 5 in the upper and lower chambers of the cylinder 7 can be expressed as:

[0039]

[0040] The pressure loss of hydraulic motor 4 can be approximately considered to be proportional to its flow rate, and the flow rate is linearly related to the speed. Therefore, the pressure loss of hydraulic motor 4 can be further expressed as:

[0041] P l =Kx (6)

[0042] Where K is the pressure loss coefficient.

[0043] Combining the above equations, we can get:

[0044]

[0045] The inertia coefficient of the device is:

[0046]

[0047] When the rotating motor 3 is connected to different external end networks, the device can realize three working modes: "passive control", "feedback control" and "active control". When no current flows through the rotating motor 3, it works in generator mode. The rotating motor 3 can use the external end network to simulate the mechanical network structure impedance to achieve passive control; when the rotating motor 3 is connected to the feedback loop, the relative movement between the rotor and the stator of the rotating motor 3 is used to recover the vibration energy of the system. When the control current is input, the torque output by the rotating motor 3 is converted into the pressure of the oil 5 acting on the piston surface through the hydraulic motor 4 to achieve active control.

[0048] The above technical solutions only reflect the preferred technical solutions of the technical solutions of the present invention. Some changes that may be made to certain parts thereof by technicians in this technical field all reflect the principles of the present invention and fall within the protection scope of the present invention.

Claims

1. A multi-mode controllable high-mobility vehicle inertia damping device, characterized in that: The invention comprises an upper lifting ear (6), a cylinder (7) arranged below the upper lifting ear (6), a piston mechanism arranged in the cylinder (7), a lower lifting ear (10) arranged below the piston mechanism, a hydraulic motor (4) arranged outside the cylinder (7), a rotary motor (3), and an electromagnetic clutch arranged above the rotary motor (3); the inner wall of the cylinder (7) is provided with two upper and lower flow channels to connect the oil inlet and oil outlet of the hydraulic motor (4) with the upper chamber and the lower chamber of the cylinder (7); the output shaft of the hydraulic motor (4) is connected to the rotor shaft of the rotary motor (3); the rotor shaft of the rotary motor (3) is connected to the driving shaft of the electromagnetic clutch; the driven shaft (11) of the electromagnetic clutch is fixedly connected to the flywheel (1); the piston mechanism passes through the lower end of the cylinder (7) and is fixedly connected to the lower lifting ear (10); the upper lifting ear (6) is fixedly connected to the upper end of the cylinder (7).

2. A multi-mode controllable high-mobility vehicle inertia damping device according to claim 1, characterized in that: The piston mechanism comprises a piston housing (8) arranged in a cylinder barrel (7), a piston upper cover (16) arranged in the piston housing (8), a piston rod (9) arranged at the lower end of the piston housing (8), and a sliding valve assembly arranged in the piston housing (8); the piston upper cover (16) is fixedly mounted on the upper end of the piston housing (8); the sliding valve assembly is fixedly mounted on the lower end of the piston housing (8); a hole is opened in the center of the piston upper cover (16); the piston rod (9) is fixedly connected to a lower lifting ear (10); and a circular hole is opened between the sliding valve assembly and the piston housing (8).

3. A multi-mode controllable high-mobility vehicle inertia damping device according to claim 2, characterized in that: The piston rod (9), the piston and the cylinder barrel (7) are aligned in axis, and the piston and the piston rod (9) have the freedom of linear motion relative to the cylinder barrel (7).

4. A multi-mode controllable high-mobility vehicle inertia damping device according to claim 3, characterized in that: The slide valve (19) assembly comprises a slide valve support (17), a slide valve (19) arranged on the slide valve support (17), a slide valve winding (18) arranged below the slide valve (19), and a slide valve spring (20) arranged below the slide valve (19); the slide valve support (17) is fixedly connected to the lower end of the piston housing (8); a circular hole is provided between the slide valve support (17) and the piston housing (8); the slide valve winding (18) is fixedly surrounded inside the slide valve support (17); one end of the slide valve spring (20) is fixedly connected to the slide valve (19), and the other end thereof is fixedly connected to the slide valve support (17).

5. A multi-mode controllable high-mobility vehicle inertia damping device according to claim 4, characterized in that: The axes of the slide valve (19) and the slide valve support (17) are aligned, and the slide valve (19) and the slide valve support (17) have the freedom of relative linear movement.

6. A multi-mode controllable high-mobility vehicle inertia damping device according to claim 4, characterized in that: The lower end of the piston upper cover (16) matches the upper end of the slide valve (19) in shape and fits tightly when the two are covered.

7. The multi-mode controllable high-mobility vehicle inertia damping device according to claim 1, characterized in that: The electromagnetic clutch further comprises an electromagnetic clutch housing (2), an active disk (13) arranged inside the electromagnetic clutch housing (2), and a driven disk (12) arranged above the active disk (13); the active disk (13) is fixed inside the electromagnetic clutch housing (2); the active disk (13) and the electromagnetic clutch housing (2) and the rotor of the rotating motor (3) have the freedom of rotational movement; the driven shaft (11) is arranged on the driven disk (12); a clutch spring (14) is embedded on the outside of the driven shaft (11); one end of the clutch spring (14) is fixedly connected to the driven shaft (11), and the other end thereof is fixedly connected to the driven disk (12); and a clutch winding (15) is fixedly wound around the inside of the driven disk (12).

8. The multi-mode controllable high-mobility vehicle inertia damping device according to claim 7, characterized in that: The clutch spring (14) is aligned with the axis of the driven shaft (11); the driven shaft (11) has a degree of freedom of rotational motion relative to the housing (2); and the driven shaft (11) has a degree of freedom of linear motion relative to the driven disk (12).

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