Automobile pseudo active suspension system and test board thereof

Abstract

The invention discloses an automobile pseudo-active suspension system and a testboard thereof.The automobile pseudo-active suspension system comprises a suspension guide mechanism and a pseudo-active actuator mechanism, the pseudo-active actuator mechanism comprises a left actuator and a right actuator which are opposite, and the tops of the movable ends of the two actuators are fixedly installed on a sprung mass block; the fixed ends of the two actuators are arranged on the frame mass block in a sliding mode, racks extending vertically are arranged on the inner sides of the fixed ends of the two actuators respectively, a reversing gear is rotationally installed on the frame mass block, and the reversing gear is meshed with the racks of the left actuator and the right actuator respectively; the bottom of the fixed end of one actuator is detachably connected with the unsprung mass surface plate through an unsprung mass connecting rod. Compared with the prior art, the semi-active suspension has the advantages that low energy consumption and high reliability performance of the semi-active suspension are achieved, and meanwhile control force of the active suspension in four quadrants of a damping force-excitation speed graph is achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle suspension systems and vibration testing, and particularly relates to a pseudo-active suspension system for a vehicle and a test bench thereof. BACKGROUND

[0002] Suspension is the core component of the vehicle chassis, and plays a decisive role in improving the performance of the vehicle's smoothness and handling stability. At present, the elastic element and damper in the vehicle suspension are mainly used to provide the required stiffness and damping, and how to adjust the numerical value of the stiffness and damping has become the main research direction of the development of vehicle suspension. Passive suspension uses fixed or segmented springs and dampers with fixed damping coefficients, and has the advantages of simple and reliable structure and low cost, and has become the main vehicle suspension configuration at present. However, the single suspension parameter is difficult to cope with the complex vehicle operating environment and meet the higher performance requirements. Active suspension can theoretically have the optimal damping effect by actively adjusting the stiffness and damping, including hydraulic drive, pneumatic drive and electromagnetic force drive and other driving modes.

[0003] However, actively changing the stiffness, even through the output of the reverse vertical displacement of the working basis is bound to consume a large amount of energy. This is not consistent with the current development trend of vehicles, and the response speed of the active actuator of the active suspension is affected by factors such as power, system structure and the physical properties of the driving mode itself, so that the active control algorithm which needs to be accurately designed is more limited, and often cannot exert the vibration control effect that meets the design requirements. The semi-active suspension can achieve good vibration control effect with small energy consumption by controlling the damper valve system or the working medium state. However, the semi-active suspension actuator, whether it is a mechanical adjustable damping, a magneto-rheological adjustable damping, or a stiffness adjustment through an air spring element, cannot provide control force in the four quadrants of the "damping force-excitation speed" diagram like the active actuator. SUMMARY

[0004] The purpose of the present application is to overcome the shortcomings of the prior art, and to provide a pseudo-active suspension system for a vehicle and a test bench thereof, so as to realize the low energy consumption and high reliability performance of the semi-active suspension, and also have the control force in the four quadrants of the "damping force-excitation speed" diagram of the active suspension, and can accurately test it.

[0005] The present application is realized by the following technical solutions: The application discloses an automobile pseudo-active suspension system, which comprises a suspension guiding mechanism, a spring-loaded mass block and a vehicle frame mass block which are arranged on a linear slide rail in an up-down sliding mode, a knuckle which is rotatably connected to the spring-loaded mass block through a suspension swing arm, a non-spring-loaded mass plane plate which is fixed to the suspension swing arm, a wheel which is rotatably installed on the knuckle, and a non-spring-loaded mass damper which is arranged between the non-spring-loaded mass plane plate and the spring-loaded mass block. The automobile pseudo-active suspension system further comprises a pseudo-active actuator mechanism, the pseudo-active actuator mechanism comprises a first actuator and a second actuator which are oppositely arranged leftward and rightward, the movable ends of the two actuators are fixedly installed on the spring-loaded mass block, the fixed ends of the two actuators are slidably arranged on the vehicle frame mass block and can only vertically slide relative to the vehicle frame mass block, the opposite sides of the two actuators are inner sides, the inner sides of the fixed ends of the two actuators are respectively provided with vertically extending racks, a reversing gear is rotatably installed on the vehicle frame mass block and is in mesh with the racks of the two actuators. The bottom of the fixed end of one of the actuators is detachably connected to the non-spring-loaded mass plane plate through a non-spring-loaded mass connecting rod, the top end of the non-spring-loaded mass connecting rod is connected to the bottom of the fixed end of the actuator, and the bottom end is rotatably connected to a non-spring-loaded mass sliding block, the non-spring-loaded mass sliding block is slidably installed on the non-spring-loaded mass plane plate and the sliding direction is parallel to the length extension direction of the suspension swing arm.

[0006] As a preferred scheme of the automobile pseudo-active suspension system, three linear sensors are arranged on the linear slide rail and are used for detecting the vertical displacements of the spring-loaded mass block, the vehicle frame mass block and the knuckle respectively.

[0007] As a preferred scheme of the automobile pseudo-active suspension system, the movable end of the actuator vertically extends upward and the top of the movable end is fixed with a spring-loaded mass spring disc, a spring-loaded mass spring is arranged between the top of the fixed end of the actuator and the spring-loaded mass spring disc, and the spring-loaded mass spring is located outside the movable end of the actuator.

[0008] As a preferred scheme of the automobile pseudo-active suspension system, a pseudo-active guiding frame is arranged on the vehicle frame mass block, a vertical sliding groove is arranged on the pseudo-active guiding frame, the fixed ends of the two actuators are slidably arranged in the same sliding groove, the vertical sliding of the fixed ends of the two actuators is guided through the sliding groove, and the reversing gear is rotatably installed on the pseudo-active guiding frame.

[0009] As a preferred scheme of the automobile pseudo-active suspension system, the fixed end of the actuator is in a rectangular shape in cross section, the sliding groove of the pseudo-active guiding frame is a rectangular sliding groove, a flat needle roller row is arranged on the inner side wall of the sliding groove and faces the outer side of the fixed end of each actuator, a plurality of needle rollers of the flat needle roller row are arranged in a vertical direction, and the outer side wall of the fixed end of the actuator is in rolling connection with the corresponding flat needle roller row.

[0010] As the preferred scheme of the automobile pseudo-active suspension system, the non-sprung mass damper is detachably connected with the non-sprung mass plane plate and the vehicle mass block at both ends.

[0011] As the preferred scheme of the automobile pseudo-active suspension system, the vehicle frame mass block is provided with a vehicle frame outer hanging mass support on both sides, which is used for hanging the vehicle frame mass piece.

[0012] As the preferred scheme of the automobile pseudo-active suspension system, the sprung mass block is detachably provided with a sprung mass piece.

[0013] As the preferred scheme of the automobile pseudo-active suspension system, the sprung mass block and the vehicle frame mass block are respectively slidably installed through the sliding block and the linear slide rail.

[0014] The application further discloses a test bench of the automobile pseudo-active suspension system.

[0015] Compared with the prior art, the application has the following advantages: 1. The automobile pseudo-active suspension system and the test bench thereof can make the vibration suppression of the vehicle more efficient by applying the pseudo-active actuator mechanism to the automobile suspension system, compared with the traditional semi-active suspension.

[0016] 2. The automobile pseudo-active suspension system and the test bench thereof can make the pseudo-active actuator mechanism be truly applied to the vehicle suspension system and replace the suspension structure between the vehicle frame and the vehicle body by corresponding the "three-mass" mechanical model of the pseudo-active actuator mechanism to the non-sprung mass-vehicle frame-sprung mass of the non-supporting vehicle body, thereby greatly improving the smoothness and stability of the non-supporting vehicle body.

[0017] 3. The automobile pseudo-active suspension system and the test bench thereof can greatly expand the test range by designing the structure close to the real vehicle suspension system and the corresponding test components, compared with the existing suspension test bench. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1It is the perspective view of the automobile pseudo-active suspension system of the present application.

[0019] Figure 2 It is the perspective view of another view of the automobile pseudo-active suspension system of the present application.

[0020] Figure 3 It is the partial enlarged view of the pseudo-active actuator mechanism of the present application.

[0021] Figure 4 It is the front view of the automobile pseudo-active suspension system of the present application after removing the guide frame.

[0022] Figure 5 It is the perspective view of the test bench of the automobile pseudo-active suspension system of the present application.

[0023] Figure 6 It is the working principle diagram of the damping force-excitation speed of the present application.

[0024] Figure label: 1 straight line slide rail; 2 spring mass block; 3 vehicle frame mass block; 4 sliding block; 5 suspension swing arm; 6 steering knuckle; 7 non-spring mass plane plate; 8 wheel; 9 non-spring mass shock absorber; 10 first actuator; 11 second actuator; 12 spring mass spring disc; 13 connecting block; 14 spring mass spring; 15 rack; 16 reversing gear; 17 sliding groove; 18 guide back plate; 19 guide frame; 20 flat plate needle roller row; 21 non-spring mass connecting rod; 22 fish eye bearing; 23 guide rail; 24 first linear sensor; 25 second linear sensor; 26 third linear sensor; 27 sensor mounting frame; 28 vehicle frame outer hanging mass support; 29 vehicle frame mass piece; 30 spring mass piece; 31 cross bar; 32 excitation table. DETAILED DESCRIPTION

[0025] The embodiments of the present application are described in detail below, and the embodiments are implemented on the premise of the technical solutions of the present application, and detailed implementation manners and specific operation processes are given, but the protection scope of the present application is not limited to the following embodiments.

[0026] Reference Figures 1 to 5The embodiment discloses a kind of automobile pseudo-active suspension systems, including suspension guiding mechanism, suspension guiding mechanism includes spring mass 2 and vehicle frame mass 3 being arranged on linear slide rail 1 respectively slidingly in up and down, wherein, vehicle frame mass 3 is connected with vehicle frame, spring mass 2 is connected with vehicle body.Spring mass 2 and vehicle frame mass 3 are respectively installed with linear slide rail 1 slidingly by sliding block 4, so that spring mass 2 and vehicle frame mass 3 can be vertically slid along linear slide rail 1.Vehicle mass is rotatably connected with knuckle 6 by suspension swing arm 5 on it, suspension swing arm 5 two ends are respectively hinged with vehicle mass and knuckle 6, non-spring mass plane plate 7 is fixed on suspension swing arm 5, wheel 8 is rotatably installed on knuckle 6, non-spring mass shock absorber 9 is further provided between non-spring mass plane plate 7 and vehicle mass, non-spring mass shock absorber 9 two ends are respectively rotatably connected with non-spring mass plane plate 7 and vehicle mass.

[0027] The automobile pseudo-active suspension system further includes a pseudo-active actuator mechanism, the pseudo-active actuator mechanism includes a first actuator 10 and a second actuator 11 arranged opposite to each other along the left and right, and the movable ends of the two actuators are fixedly installed on the spring mass block 2. Specifically, the movable end of the actuator extends vertically upward and has a spring mass spring disc 12 fixed on the top thereof, the spring mass spring disc 12 is fixedly connected to the bottom of the spring mass block 2 through a connecting block 13, the spring mass spring 14 is arranged between the fixed end of the actuator and the top of the spring mass spring disc 12, the upper and lower ends of the spring mass spring 14 are fixedly connected to the spring mass spring disc 12 and the top of the fixed end of the actuator respectively, and the spring mass spring 14 is located outside the movable end of the actuator. The fixed ends of the two actuators are slidingly arranged on the vehicle frame mass block 3 and can only vertically slide relative to the vehicle frame mass block 3, the opposite sides of the two actuators are inner sides, and the inner sides of the fixed ends of the two actuators are respectively provided with vertically extending racks 15, and a reversing gear 16 is rotatably installed on the vehicle frame mass block 3 and engages with the racks 15 of the two actuators. In the embodiment, the fixed end of the actuator faces downward, the movable end of the actuator faces upward and is connected to the spring mass, and the spring mass spring 14 is arranged between the top of the fixed end of the actuator and the spring mass spring disc 12, so that the vertical length of the actuator can be shortened, the spring mass can be reduced, and the required stiffness of the spring mass spring 14 can be reduced.

[0028] Specifically, the sliding connection structure of the fixed end of the two actuators and the vehicle frame mass block 3 is as follows: The pseudo active guide frame is composed of a guide back plate 18 and a guide frame 19 connected by screws, the guide back plate 18 is fixed on the vehicle frame mass block 3, and the guide frame 19 and the guide back plate 18 jointly enclose the sliding groove 17. The fixed ends of the two actuators are slidingly arranged in the same sliding groove 17, the vertical sliding of the fixed ends of the two actuators is guided through the sliding groove 17, and the reversing gear 16 is rotatably installed on the pseudo active guide frame. The fixed end of the actuator has a rectangular cross section, the sliding groove 17 of the pseudo active guide frame is a rectangular sliding groove 17, the inner side wall of the sliding groove 17 is respectively provided with a flat needle roller row 20 at a position facing the outer side of each fixed end of the actuator, a plurality of rollers of the flat needle roller row 20 are arranged in the vertical direction, the outer side wall of the fixed end of the actuator is in rolling fit with the corresponding flat needle roller row 20, and the structure in rolling fit can guide and limit the vertical movement of the fixed end of the actuator and reduce the friction force during the vertical movement of the fixed end of the actuator, so that smooth movement is ensured.

[0029] The bottom of the fixed end of the second actuator 11 is detachably connected with the non-sprung mass plane plate 7 through a non-sprung mass connecting rod 21, the top end of the non-sprung mass connecting rod 21 is connected with the bottom of the fixed end of the actuator, the bottom end is rotatably connected with the non-sprung mass sliding block through a fish-eye bearing 22, the non-sprung mass sliding block is slidingly installed on the non-sprung mass plane plate 7 and the sliding direction is parallel to the length extension direction of the suspension swing arm 5, and the non-sprung mass plane plate 7 is provided with a guide rail 23 in sliding fit with the non-sprung mass sliding block.

[0030] The linear slide rail 1 is provided with three linear sensors, namely a first linear sensor 24, a second linear sensor 25 and a third linear sensor 26, which are used for detecting the vertical displacements of the sprung mass block 2, the vehicle frame mass block 3 and the steering knuckle 6 respectively. The linear slide rail 1 is provided with a sensor mounting rack 27, and the three linear sensors are all mounted on the sensor mounting rack 27.

[0031] The vehicle frame mass block 3 is provided with vehicle frame outer hanging mass supports 28 on both sides, which are used for hanging vehicle frame mass pieces 29. The sprung mass block 2 is detachably provided with a sprung mass piece 30. The number of the vehicle frame mass pieces 29 and the sprung mass piece 30 can be increased according to needs, so as to realize the effect of the vehicle frame-sprung mass mass ratio from light load to heavy load and play a role in simulating vehicles of various tonnages.

[0032] The embodiment also discloses a test bench of the automobile pseudo-active suspension system, the test bench being used for testing the automobile pseudo-active suspension system and comprising a test base, wherein the linear slide rail 1 is fixedly installed on the test base through the cross rod 31, and the vibration excitation table 32 is arranged on the test base and located below the wheel 8 installed on the steering knuckle 6, so that the wheel 8 is supported and vibrated by the vibration excitation table 32.

[0033] When the automobile pseudo-active suspension system is tested, the vibration excitation table 32 is started to drive the vertical movement of the wheel 8, the wheel 8 is driven to move vertically through the suspension swing arm 5, the unsprung mass damper 9 plays a damping role, the movement of the suspension swing arm 5 also drives the second actuator 11 to move vertically through the unsprung mass connecting rod 21, the vertical movement of the second actuator 11 drives the first actuator 10 to also move vertically through the reversing gear 16, the first actuator 10 and the second actuator 11 move in opposite directions with the reversing gear 16 as a reference system due to the reversing gear 16, the chassis mass block 3 drives the reversing gear 16 to move vertically relative to the ground, and the sprung mass block 2 is also driven to move vertically through the output end of the pseudo-active actuator mechanism; that is, the control force of the pseudo-active actuator mechanism output on the sprung mass block 2 in the four quadrants of the “damping force-excitation speed” diagram can be realized by adjusting the damping forces output by the two dampers respectively, as shown in Figure 6 The specific control method is as follows: If the sprung mass block 2 is close to the wheel 8, the movable end of the second actuator 11 and the sprung mass spring 14 are compressed, the fixed end of the first actuator 10 moves downward relative to the sprung mass block 2 under the action of the reversing gear 16 due to the small movement amplitude of the chassis mass block 3, the movable end of the first actuator 10 and the sprung mass spring 14 are stretched, the first actuator 10 outputs the minimum damping force, and the second actuator 11 outputs the larger damping force, that is, the pseudo-active actuator mechanism outputs the positive force as a whole, exhibits the positive damping characteristic, and corresponds to the first quadrant; the first actuator 10 outputs the larger damping force, and the second actuator 11 outputs the minimum damping force, that is, the pseudo-active actuator mechanism outputs the negative force as a whole, exhibits the negative damping characteristic, and corresponds to the fourth quadrant. If the sprung mass 2 moves away from the wheel 8, so that the movable end of the second actuator 11 and the sprung mass spring 14 are both stretched, and because the motion amplitude of the vehicle frame mass 3 is small, the fixed end of the first actuator 10 will move upward relative to the sprung mass 2 under the action of the reversing gear 16, so that the movable end of the first actuator 10 and the sprung mass spring 14 are both compressed. If the first actuator 10 outputs the minimum damping force and the second actuator 11 outputs the larger damping force, the pseudo-active actuator mechanism as a whole outputs the reverse force, showing the positive damping characteristic, corresponding to the third quadrant. If the first actuator 10 outputs the larger damping force and the second actuator 11 outputs the minimum damping force, the pseudo-active actuator mechanism as a whole outputs the positive force, showing the negative damping characteristic, corresponding to the second quadrant.

[0034] In addition, the test bench provided by the embodiment can also be used for testing the rest types of suspensions. When the non-sprung mass connecting rod 21 is removed, the non-sprung mass damper 9 can be replaced by a passive damper, a semi-active damper or an active damper, so that the suspension system becomes a common passive suspension, a semi-active suspension or an active suspension, thereby the above types of suspensions can be tested respectively.

[0035] The above only describes the preferred embodiments of the present application and is not used to limit the present application. Any modification, equivalent replacement and improvement within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A pseudo-active suspension system for automobiles, comprising a suspension guiding mechanism, the suspension guiding mechanism comprising a sprung mass block (2) and a frame mass block (3) slidably mounted vertically on a linear slide rail (1), a steering knuckle (6) rotatably connected to the frame mass block via a suspension swing arm (5), an unsprung mass flat plate (7) fixed to the suspension swing arm (5), a wheel (8) rotatably mounted on the steering knuckle (6), and an unsprung mass damper (9) further provided between the unsprung mass flat plate (7) and the frame mass block, characterized in that: The automotive pseudo-active suspension system also includes a pseudo-active actuator mechanism, which includes a first actuator (10) and a second actuator (11) arranged opposite to each other on the left and right sides. The top of the movable ends of the two actuators are fixedly mounted on the sprung mass block (2), and the fixed ends of the two actuators are slidably mounted on the frame mass block (3) and can only slide vertically relative to the frame mass block (3). The opposite side of the two actuators is the inner side. The inner side of the fixed ends of the two actuators is provided with vertically extending racks (15). A reversing gear (16) is rotatably mounted on the frame mass block (3), and the reversing gear (16) meshes with the racks (15) of the left and right actuators respectively. One of the actuators is detachably connected to the unsprung mass plane plate (7) via an unsprung mass connecting rod (21). The top end of the unsprung mass connecting rod (21) is connected to the bottom end of the actuator, and the bottom end is rotatably connected to the unsprung mass slider. The unsprung mass slider is slidably mounted on the unsprung mass plane plate (7) and the sliding direction is parallel to the length extension direction of the suspension arm (5).

2. The automotive pseudo-active suspension system as described in claim 1, characterized in that: The linear slide rail (1) is equipped with three linear sensors, which are used to detect the vertical displacement of the sprung mass block (2), the frame mass block (3) and the steering knuckle (6), respectively.

3. The automotive pseudo-active suspension system as described in claim 1, characterized in that: The actuator's movable end extends vertically upward and is fixed with a spring-loaded mass disc (12) at its top. A spring-loaded mass spring (14) is provided between the top of the actuator's fixed end and the spring-loaded mass disc (12), and the spring-loaded mass spring (14) is located around the movable end of the actuator.

4. The automotive pseudo-active suspension system as described in claim 1, characterized in that: The frame mass block (3) is provided with a pseudo-active guide frame, and the pseudo-active guide frame is provided with a vertical through groove (17). The fixed ends of the two actuators are slidably set in the same groove (17). The vertical sliding of the fixed ends of the two actuators is guided by the groove (17). The reversing gear (16) is rotatably installed on the pseudo-active guide frame.

5. The automotive pseudo-active suspension system as described in claim 4, characterized in that: The fixed end of the actuator has a rectangular cross-section. The slide groove (17) of the pseudo-active guide frame is a rectangular slide groove (17). The inner sidewall of the slide groove (17) is provided with a flat needle roller row (20) on the part facing the outer side of the fixed end of each actuator. Multiple needle rollers of the flat needle roller row (20) are arranged vertically. The outer sidewall of the fixed end of the actuator and the corresponding flat needle roller row (20) are in rolling cooperation.

6. The automotive pseudo-active suspension system as described in claim 1, characterized in that: The unsprung mass damper (9) is detachably rotatably connected at both ends to the unsprung mass flat plate (7) and the vehicle-mounted mass block, respectively.

7. The automotive pseudo-active suspension system as described in claim 1, characterized in that: The frame mass block (3) has frame external mass brackets (28) on both sides for attaching frame mass plates (29).

8. The automotive pseudo-active suspension system as described in claim 1, characterized in that: A spring-loaded mass plate (30) is detachably mounted on the spring-loaded mass block (2).

9. The automotive pseudo-active suspension system as described in claim 1, characterized in that: The sprung mass block (2) and the frame mass block (3) are slidably mounted on the linear slide rail (1) via the slider (4).

10. A test bench for a pseudo-active suspension system for automobiles, the test bench being used to test the suspension system, characterized in that: The suspension system is the automotive pseudo-active suspension system according to any one of claims 1 to 9. The test bench includes a test base, on which a vibration table (32) is provided. The vibration table (32) is located below the wheel (8) mounted on the steering knuckle (6). The linear slide rail (1) is fixedly installed on the test base.

Images