基于准零刚度的坦克装甲车辆半主动惯容悬架控制策略

doi:10.12382/bgxb.2023.1054

摘要/Abstract

摘要：

为了提高坦克装甲车辆悬架系统的减振性能,提出“惯容-弹簧”准零刚度的基本架构,以惯容、弹簧、阻尼三元件并联作为悬架构型,对惯容连续控制和惯容开关控制两种方案进行动力学仿真和参数优化。研究结果表明:采用准零刚度控制策略后,车体振动加速度大幅度减小,乘坐舒适性改善明显,同时降低了对阻尼系数的需求,提升了减振效率。通过分析悬架减振过程中各元件的瞬时功率,发现可变惯容起能量补偿作用,使一部分振动能量在弹簧和惯容之间反复动态地传递和转换,突破了弹簧缓冲储能、阻尼生热耗能的传统减振机理,达到了更好的减振效能。

关键词: 坦克装甲车辆, 悬架系统, 准零刚度, 半主动惯容, 连续控制, 开关控制, 能量转换

Abstract:

In order to improve the damping performances of suspension systems for tank and armored vehicle, a basic structure with"inerter-spring” quasi-zero.pngfness is proposed. Dynamic simulation and parameter optimization of inerter continuous control and inerter on-off control are carried out with the parallel structure of inerter, spring and damper as suspension system. The results show that the vibration acceleration of vechile body is greatly reduced and the ride comfort is obviously improved with the quasi-zero.pngfness control strategy. At the same time, the damping coefficient is reduced and the damping efficiency is improved. By analyzing the instantaneous power of each component in the process of suspension damping, it is found that the controllable inerter plays an role in energy compensation so that a part of the vibration energy can be transferred and converted dynamically and repeatedly between the spring and inerter, breaking through the traditional damping mechanism of spring buffer energy storage and damping heat generation energy consumption, and achieving better damping efficiency.

Key words: tank and armored vehicle, suspension system, quasi-zero pngfness, semi-active inerter, continuous control, on-off control, energy conversion

中图分类号:

U463.33

杜甫, 董明明, 汪浒江, 赵艳辉, 郑凤杰. 基于准零刚度的坦克装甲车辆半主动惯容悬架控制策略[J]. 兵工学报, 2024, 45(9): 2929-2935.

DU Fu, DONG Mingming, WANG Hujiang, ZHAO Yanhui, ZHENG Fengjie. Semi-active Inertial Suspension Control Strategy for Tanks and Armored Vehicles Based on Quasi-zero.pngfness[J]. Acta Armamentarii, 2024, 45(9): 2929-2935.

图/表 13

图1 惯容半主动悬架控制系统示意图

Fig.1 Schematic diagram of semi-active inerter suspension control system

图2 准零刚度结构示意图

Fig.2 Schematic diagram of quasi-zero.pngfness structure

图3 半主动惯容悬架动力学模型

Fig.3 Dynamics model of semi-active inerter suspension

表1 车型参数

Table 1 Vehicle parameters

m₂/kg	m₁/kg	k/(N·m^-1)	k_t/(N·m^-1)
1630	220	111×10³	300×10³

图4 车体振动加速度随阻尼系数c的变化曲线

Fig.4 Changing curve of vibration acceleration of body with damping coefficient c

图5 c=3800N·s/m时惯质系数的时间历程

Fig.5 Curve of inertance for c=3800N·s/m

图6 车体振动加速度随bon和c的关系

Fig.6 Changing curves of vibration acceleration of body with bon and c

图7 车体振动加速度随阻尼系数c的变化曲线

Fig.7 Changing curves of vibration acceleration of body with damping coefficient c

图8 悬架动行程随阻尼系数c的变化曲线

Fig.8 Changing curves of suspension working space with damping coefficient c

图9 车轮动载荷随阻尼系数c的变化曲线

Fig.9 Changing curves of dynamic tire load with damping coefficient c

表2 3种悬架的特征和性能参数对比

Table 2 Comparison of characteristics and performance parameters of three suspensions

对比项目	弹簧- 阻尼	连续控制	开关控制
最优惯质系数b/kg		0~3.5×10⁶	250
最优阻尼比c/(N·s·m^-1)	8100	3800	4800
加速度均方根值/(m·s^-2)	2.65	1.77	2.08
动行程均方根值/mm	27.79	42.73	33.94
动载荷/N	5093	5628	5595
控制次数/次		1016	390

图10 各元件的功率

Fig.10 The power of each component

图11 两种不同的能量转换模式

Fig.11 Two different modes of energy conversion

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