高机动越野平台非线性悬挂特性控制方法

doi:10.12382/bgxb.2024.0767

摘要/Abstract

摘要：

为了提升装备机动能力,基于摆动缸式油气悬挂装置,建立高压气动原理和背压可控的阻尼阀结构,实现刚度和阻尼特性的实时调节。基于单轮悬挂模型开展不同刚度控制方法的振动响应对比分析以及阻尼特性频域不动点推导,提出一种刚度有级调节控制策略和一种频域混合阻尼控制方法,通过单轮悬挂动力学模型验证所提控制方法的有效性,并构建高机动履带车辆动力学模型进行整车仿真分析。在康庄、羊八井、坨里实测路面环境下,采用刚度阻尼联合控制方法的悬挂装置相较于传统被动悬挂的越野速度提升了25%以上,验证了新提出特性控制方法对振动响应抑制的优越性,能够为悬挂装置实现弹性与阻尼双特性自适应调节提供支撑。

关键词: 高机动越野平台, 非线性悬挂, 示功特性, 频域混合控制, 弹性/阻尼特性调节

Abstract:

To improve the mobility performance of off-road vehicles, this paper proposes a swing-cylinder hydro-pneumatic suspension system, which utilizes a high-pressure pneumatic principle and a back-pressure adjustable damping valve structure for the real-time adjustment of stiffness and damping characteristics. The vibration responses achieved by different stiffness control methods are comparatively analyzed using a single-wheel suspension model, and the fixed-point equations are derived for frequency-domain damping properties.A graded stiffness adjustment strategy and a frequency-domain hybrid damping control method are proposed. The effectiveness of the proposed method is verified through a single-wheel suspension dynamics model, and a high-mobility tracked vehicle dynamics model is established for the simulation analysis of a full-vehicle. The results show that the driving speed of off-road vehicle with the suspension employing the combined stiffness and damping control is increased by more than 25% compared with that of off-road vehicle with the traditional passive suspension under the actual road conditions of Kangzhuang, Yangbajing and Tuoli. These findings demonstrate the superior vibration suppression capabilities of the proposed control method, supporting the adaptive regulation of stiffness and damping characteristics of suspension system.

Key words: high-mobility off-road vehicle, nonlinear suspension, power indicator characteristics, frequency domain hybrid control, elasticity/damping characteristics adjustment

中图分类号:

U463.33

陈轶杰, 张亚峰, 郑凤杰, 徐龙, 郑冠慧. 高机动越野平台非线性悬挂特性控制方法[J]. 兵工学报, 2024, 45(11): 3806-3819.

CHEN Yijie, ZHANG Yafeng, ZHENG Fengjie, XU Long, ZHENG Guanhui. Nonlinear Suspension Characteristic Control Methods for High-mobility Off-road Vehicles[J]. Acta Armamentarii, 2024, 45(11): 3806-3819.

图/表 32

图1 摆动缸式油气悬挂装置构型

Fig.1 Swing cylinder hydro-pneumatic suspension system configuration

图2 摆动缸式油气悬挂参数示意图

Fig.2 Schematic diagram of swing cylinder hydro-pneumatic suspension parameters

图3 摆动缸式悬挂不同参数对比分析

Fig.3 Comparative analysis of different parameters of swing cylinder suspension

图4 背压可调阻尼阀结构示意图

Fig.4 Schematic diagram of the structure of the back pressure adjustable damping valve

图5 未施加阻尼控制力速度云图

Fig.5 Velocity cloud diagram without damping control force

图6 施加最大阻尼控制力速度云图

Fig.6 Velocity cloud diagram when applying maximum damping control force

图7 不同工况下的阻尼阀力值变化曲线

Fig.7 Change curves of damping valve force under different working conditions

图8 摆动缸式悬挂台架试验

Fig.8 Swing cylinder suspension bench test

图9 未施加阻尼控制力示功特性图

Fig.9 Power characteristic chart without applying damping control force

图10 施加最大阻尼控制力示功特性

Fig.10 Indicator characteristics when applying maximum damping control force

图11 高压气动调节原理

Fig.11 High-pressure pneumatic regulation principle

图12 高压气量刚度调节曲线

Fig.12 Stiffness adjustment curve of high-pressure gas volume

图13 单轮动力学模型

Fig.13 1/4 suspension dynamics model

表1 1/4悬挂仿真参数

Table 1 1/4 Suspension simulation parameters

参数	数值	参数	数值
簧上质量m_s/kg	3030	控制可调阻尼c_f	0~3c_s
簧下质量m_u/kg	500	悬挂刚度k_s/(N·m^-1)	172250
悬挂阻尼c_s/(N·s·m^-1)	4569	车轮刚度k_u/(N·m^-1)	780000
控制基本阻尼c₀	c_s/2	—

图14 悬挂刚度和阻尼特性匹配结果

Fig.14 Matching results of suspension stiffness and damping characteristics

图15 不同悬挂刚度簧上质量加速度

Fig.15 Sprung mass acceleration with different suspension stiffnesses

图16 不同悬挂刚度悬挂相对行程

Fig.16 Relative displacement of suspension with different stiffnesses

图17 不同悬挂刚度簧下质量加速度

Fig.17 Unsprung mass acceleration with different suspension stiffnesses

表2 不同悬挂刚度控制方法振动响应对比

Table 2 Comparison of vibration responses of different suspension stiffness control methods

响应均方根值	被动悬挂	2倍大刚度	0.5倍小刚度	行程变刚度	加速度变刚度
簧上质量加速度(m·s^-2)	6.35	12.85	2.64	3.47	2.85
悬挂相对行程/mm	103	110	112	113	108
簧下质量加速度/(m·s^-2)	61.2	60.38	58.22	60.55	60.19

图18 簧上质量加速度对车轮位移的幅频特性

Fig.18 Amplitude-frequency characteristics of sprung mass displacement to road excitation

图19 簧下质量位移对车轮位移的幅频特性

Fig.19 Amplitude-frequency characteristics of unsprung mass displacement to road excitation

图20 悬挂相对行程对车轮位移的幅频特性

Fig.20 Amplitude-frequency characteristics of suspension relative travel to road excitation

图21 簧上质量加速度幅频特性

Fig.21 Amplitude-frequency characteristics of sprung vibration acceleration

图22 簧上质量加速度幅频特性对比

Fig.22 Comparison of amplitude-frequency characteristics of sprung acceleration

图23 悬挂相对行程幅频特性对比

Fig.23 Comparison of amplitude-frequency characteristics of suspension travel

图24 簧下质量加速度幅频特性对比

Fig.24 Comparison of amplitude-frequency characteristics of wheel relative displacement

图25 簧上质量加速度时域特性对比

Fig.25 Comparison of time domain characteristics of sprung acceleration

图26 悬挂相对行程时域特性对比

Fig.26 Comparison of time domain characteristics of suspension relative travel

图27 簧下质量加速度时域特性对比

Fig.27 Comparison of time domain characteristics of unsprung acceleration

表3 不同控制策略振动响应对比

Table 3 Comparison of vibration responses of different control strategies

响应均方根	被动悬挂	天棚阻尼控制	ADD阻尼控制	频域混合控制
簧上质量加速度/(m·s^-2)	6.37	7.06	5.46	5.34
悬挂相对行程/mm	53	46.7	69.2	64.6
簧下质量加速度/(m·s^-2)	91.46	89.2	120.74	119.54

图28 整车动力学仿真环境

Fig.28 Vehicle dynamics simulation environment

图29 3种路面加速度均方根值仿真结果

Fig.29 Simulated results of root mean square accelerations on three road surfaces

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